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NO.  94-82205 


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Author: 


Public  Service  Railway 
Company,  New  Jersey 

Title: 

In  the  matter  of  the 
petition  of  the  motormen 

Place: 

[Newark] 

Date: 

[1918] 


—nil wiii-ir  '  ami 


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262 

P96 


Public  fiervice  railway  company.  New  Jersey, 

•••  In  the  matter  of  the  petition  of  the  mo- 

tormen  and  conductors  of  Public  service  railway 

company  of  New  Jersey,  Brief  and  argument  on 

behalf  of  Public  service  Railway  company.  New 

Jersey.   {NewarM,  N.  J.,  Arthur  IW.  Cross,  law 

printer,  1918| 

3  p.  1,,  137  p,  tables  (part  fold.)  diagrs. 
28cm. 

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National  War  Labor  Board 


WASHINGTON,  D.  C. 


In  the  Matter  of  the  Petition 
of  the  motormen  and  con- 
DUCTORS OF  Public  Service 
Eailway  Company  of  New 
Jersey. 


^ 


ih 


Brief  and  Argument  on  Behalf  of  Public 
Service  Railway  Company,  New  Jersey. 


THOMAS  N.  MoCARTER, 

President, 

EDMUND  W.  WAKELEE, 

Vice-President. 


Arthtir  W.  Crosi^  Law  Printer,  24S  Market  Street.  Newark,  N.  J. 


—  -"*'•  "PS."'  ■   "-^-'  *-  ii."  '  V<i-'.. 


National  War  Labor  Board 


WASHINGTON,  D.  C. 


Tx  THE  ^IaTTKR  of  THE  PETITION 
OF    THE    ]\I0T0IIMEX    AND    COX- 

DrcTORs  OF  Public  Service 
Kailway  Company  of  New 
Jersey. 


Brief  and  Argument  on   Behalf  of  Public 
Service  Railway  Company,  New  Jersey. 


Page 

VIII  The  Wages  now  in  Force  on  this  Property 
which  were  Accepted  by  the  Representa- 
tives of  the  Men  Constitute  an  Adequate 

Living  Wage   48 

Principles  of  National  War  Labor 
Board  Regarding  Custom  of  Localities 

and.  the  Living  Wage       48 

Increased  Cost  of  Living  Compared 
with  Increase  in  Wage  Rates  on  Pub- 
lic Service  Railway 48 

Comparison  of  Trainmen's  Wages  on 
Public    Service   Railway   and    Other 

Street  Railway  Properties 61 

Occupations  from  which  Trainmen 
are  Drawn  by  Public  Service  Railway 

Company  66 

Comparison  of  Actual  Earnings  of 
Public  Service  Railway  Trainmen 
with  Earnings  of  Other  Wage  Earners 

in  the  Same  Locality 69 

What  Is  the  Money  Cost  of  an  Ade- 
quate Living  Standard? 86 

Normal  Composition  of  Family  Group 
of  Public  Service  Railway  Trainmen     90 
Complementary  Famfly  Earnings ...  100 
Relation  of  the  Railway  Company's 
Welfare  and  Pension  Plans  to  the  De- 
termination of  an  Adequate  Wage. . .  105 

Consideration  to  be  given  to  the 
Workmen's  Compensation  Act  in  De- 

termhihig  Wage  Rates 109 

The  Work  of  Trainmen  Constitutes 
one  of  the  most  Healthful  Occupa- 
tions     Ill 

Summary    of   Local    Conditions    on 
Public  Service  Railway  which  must 
be  Considered  in  Fixing  Wage  Rates.   113 
What  the  Trainmen  Earned  in  1917 . .   114 
What  the  Trainmen  will  Earn  in  1918  114 
The  Savings  of  Trahimen  are  Proof 
of  the  Adequacy  of  the  Wage  Rates . .   115 

IX  Results  of  Granthig  the  Demands  of  the 
Men 122 

X  Conclusion 129 


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APPENDICES. 

Page 

Appendix  1.  Previous  Occupations  of  500  Plat- 
form Men  Hired  by  Public  Service  Railway 
Company  During  1916,  1917,  1918.  Sample 
Cases,  Selected  at  Random  from  Employment 
Books 130 

Appendix  2.  Wage  Rates,  Hours  of  Employ- 
ment and  Actual  Earnings  of  Public  Service 
Railway  Company  Trainmen  Compared  with 
Other  Wage  Groups  in  Same  Locality  1917 .   131 

Appendix  3.  Public  Service  Railway  Company 
Census  of  Trainmen  July  6,  1918  (Showing 
Number  of  Men  in  Service  Groups) 132 

Appendix  4.  Letter  from  Fred'k  P.  Gruenberg, 
Director  Bureau  of  Municipal  Research, 
Philadelphia,  Relative  to  Cost  of  Living  Study 
Conducted  by  the  Bureau 133 

Appendix  5.  Letter  from  Commissioner  of 
Banking  and  Insurance,  State  of  New  Jersey, 
Concerning  Workmen's  Compensation  Insur- 
ance Rates  134 

Appendix  6.  Letter  from  Wm.  R.  Griffin,  Com- 
mercial Casualty  Insurance  Company,  Rel- 
ative to  Workmen's  Compensation  Insurance 
Rates   135 

Appendix  7.  Calculation  of  New  Jersey  Death 
Rate.  Comparable  with  Public  Service  Rail- 
way Company  Trainmen % 136 


-  s 


National  War  Labor  Board 


WASHINGTON,  D.  C 


< 


A 


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^ 


\ 


In  the  Matter  of  the  Petition 
OF  the  Motormen  and  Con- 
ductors OF  Public  Service 
Railway  Company  of  New 
Jersey. 


Brief  and  Argument  on  Behalf  of  Public 
Service  Railway  Company,  New  Jersey. 

L 
THE  COMPANY. 

Public  Service  Eailway  Company  is  a  corpora- 
tion organized  under  the  laws  of  the  State  of 
New  Jersey.  Its  principal  office  is  Public  Ser- 
vice Terminal,  80  Park  Place,  Newark,  New 
Jersey. 

11. 
TERRITORY  SERVED. 

The  Company  operates  approximately  891.234 
•miles  of  street  railway  within  146  municipalities, 
all  in  the  State  of  New  Jersey.  The  system  is 
divided  into  six  divisions,  as  follows: 

Total  No.        Principal 
Approximate   Counties  Municipalities  Municipalities 
Division.     Mileage.        Served.  Served.  Served. 


Hudson 


154.325       Hudson 


11         Hoboken 

Jersey  City 
Bayonne 
West  Hoboken 
West  New  York 


Total  No.        Principal 
Approximate  Counties  Municipalities  Municipalities 
DlYision.     Mileage.        Served.  Served.  Served. 

■■Bex  222.376       Essex  19         Newark 

Bloomfleld 
Harrison 
East  Orange 
Orange 
Kearny 
Montclair 
South  Orange 
Irvington 


'PsBBaifs 


92.238       Passaic 


Central 

212.072 

Union 
Mercer 

Middlesex 

Southern 

157.142 

Camden 

Gloucester 

Mercer 

Bergen 

52.481 

Bergen 

14 

Paterson 

Passaic 

Ridgewood 

Garfield 

Nutley 

Lodl 

Clifton 

84 

Elizabeth 

Rahway 

New  Brunswick 

Plainfield 

Perth  Amboy 

45 

Camden 

Gloucester 

Trenton 

23 

Hackensack 

Englewood 

Fort  Lee 

• 

Rutherford 

Tenafly 

Total    891.234 


146 


The  territory  served  extends  from  the  north- 
ern end  of  the  State,  opposite  New  York  City, 
through  all  the  principal  towns  across  the  State, 
to  Camden,  opposite  Philadelphia,  and  some  fif- 
teen miles  south  thereof. 


<. 


.^■^' 


III. 

PUBLIC     SERVICE     RAILWAY     IS     A     WAR 

ESSENTIAL. 

Continued  and  efficient  operation  of  this  rail- 
way system  is  necessary  for  the  effective  conduct 
of  the  war.  This  is  evidenced  by  the  fact  that  it 
serves  146  municipalities  with  an  aggregate  pop- 
ulation of  2,126,000  people  and  by  the  further 
fact  that  it  furnishes  transportation  to  many  es- 
sential war  industries  and  activities  located  in 
different  parts  of  the  State,  of  which  a  few  of 
the  most  important  are  here  listed: 

Approximate 


Name. 

Camp  Merritt  (one  of  the 
largest  embarkation 
camps  in  the  Country)     Tenafly 


Location. 


American  Can  Co. 


Edgewater  and 
'  Elizabeth 
Edgewater 


$t 


Hoboken 
Jersey  City  and 

Newark 
Bayonne 
Harrison 

Kearny 

Kearny 


General  Chemical  Co. 

Aluminum  Co.  of  America 

Remington  Arms  Co. 

Crucible  Steel  Co.  of 
America 

American  Radiator  Co. 

General  Electric  Co. 

Federal  Shipbuilding 
Company 

Foundation  Co.  (wooden 
ships) 

U.  S.  A.  Engineers'  Stores  Harrison 

Submarine  Boat  Corpora- 
tion (U.  S.  Shipping 
Board  Emergency  Fleet 
Corporation) 

Butterworth-Judson  Co. 

U.  S.  A.  Quartermaster's 
Station,   Port   Newark 

International  Arms  & 
E^ize  Co. 

Splitdorf  Electric  Co. 

Balbach  Smelting  &  Re- 
fining Co. 

Thos.  A.  Edison  Co.,  Inc.  West  Orange 

and  Bloomfleld 


Newark 


Bloomfleld 
Newark 

Newark 


Number  of 
Employees. 


30,000  soldiers 

4,000  employees 

700 

300 
2,200 

9.000 
1,000 
3,800 

7,000 

3,500 
600 


16,000  ultimate 
3,600 

3,000 

12,000  ultimate 
1,600 

1,000 

7,800 


i 


Name. 
Westlnghottse  Electric  & 

Mfs,  Co. 
Weston  Electrical  Instni- 

ment  Co. 
Buesenberg  Motor  Co. 
Standard     Aircraft     Cor- 
poration 
P.  S.  Moore  A  Sons  Ship- 
building Co. 
U.  S.  A.    Raritan    River 

Ordnance  Depot 
Union  Powder  Co. 
ftirlin  Works  of  the  Dn- 

Pont  Co. 
Nixon  Nitration  Works 
Wflglit-Martin  Aircraft 

Corporation 
ataaiiard  Shipbuilding 

Corporation 
Singer  Manufacturing 

Company 
llarconi  Wireless  Co. 
John  A.  Roebling's  Sons 
U.  S.  A.  War  Department, 

Woodbury  (Bag  Filling 

Plant) 
New  Jersey  Shipbuilding 

Co. 
Pennai.  Shipbuilding  Co. 
Mew    York    Shipbuilding 

Corporation 

(Under  Construction) 
Ford  Motor  Co.  (to  build 
Qoyernment    Patrol 

Boats) 


Location. 

Newark  and 

Bloomfield 

Newark 
Elizabeth 
Elizabeth  and 
Plainfleld 

Elizabeth 

Bonhamtown 
Perth  Amboy 

Perth  Amboy 
Bonhamtown 

New  Brunswick 
Shooter's  Island 
(Staten  Island) 

Elizabeth 
Roselle  Park 
Roebling 


Gloucester 


I 


Camden 


Camden 


Approximate 
Number  of 
Employees. 

6,000 

1.000 
1,000 

5,000 

1.800 

10,000  ultimate 
3.500 

6.500 
600 

4.500 

5.000 

6.000 
1,000 
2,500 

6,000 

7.000 

11,500 


5,000  ultimate 


Total        190,000 


The  United  States  Govemment  through  its 
Emergency  Fleet  Corporation  and  the  War  De- 
partment has  entered  into  contracts  with  this  Com- 
pany providing  for  extensions  and  additional 
facilities  to  handle  the  rapidly  growing  forces 
engaged  in  industries  under  its  direct  control. 
The  most  important  of  these  are  noted  in  some 


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detail  below  and  give  a  fair  idea  of  the  essen- 
tial part  Public  Service  Kailway  performs  in 
furthering  the  production  of  war  necessities : 

(1)  Port  Newark  Extension,  to  serve  some 
16,000  or  more  employees  of  the  Submarine  Boat 
Corporation  at  the  Newark  Bay  Shipyard,  Port 
Newark,  N.  J.  This  involves  the  construction  of 
approximately  24,000  feet  of  single  track  con- 
necting existing  lines  of  Public  Service  Railway 
with  the  plant  of  the  Submarine  Boat  Corpora- 
tion, and  also  necessitates  the  provision  of  eigh- 
teen additional  cars,  all  at  an  estimated  cost  of 
$821,739.00.  Work  on  this  extension  is  now 
progressing  so  favorably  that  it  will  be  in  opera- 
tion by  Labor  Day  of  this  year,  thus  giving  the 
shipyard  workers  direct  trolley  service  to  all 
parts  of  Newark  and  neighboring  municipali- 
ties. 

(2)  Facilities  for  the  New  York  Shipbuilding 
Company  and  the  Pemfisylvama  and  New  Jersey 
Shipbuilding  Company  in  Camden  and  Glouces- 
ter, This  covers  mainly  the  furnishing  of  thir- 
ty-three new  cars  for  the  employees  of  the  above 
three  plants,  and  the  necessary  added  power 
house  and  car  house  facilities  to  care  for  the 
operation.  There  are  also  to  be  installed  four 
connecting  curves  and  loops  into  the  ship-yard 
properties.  Total  oost  of  these  facilities  is  esti- 
mated at  $1,240,780. 

(3)  Construction  of  Loops  at  Plant  of  Fed- 
eral Shipbuilding  Company,  Kearny.  This 
contract  covers  the  installation  of  loops  into  the 
plant  of  the  Federal  Shipbuilding  Company  at 
an  estimated  cost  of  $37,950,  and  additional  feed- 
er wire  for  the  extra  service  to  be  provided  this 
plant  and  that  of  the  Foundation  Company 
(wooden  ships),  at  a  cost  of  some  $29,000.  The 
loops    will    provide    facilities    for    the    prompt 


\ 


tiandliBg  of  the  forces  which  are  expected  to 
total  some  10,000  to  15,000  men. 

(4)  Eodension  to  Yorkship  Village  Housing 
Development  of  the  New  York  Shiphuilding  Cor- 
poration. There  is  to  be  constructed  an  exten- 
sion from  Public  Service  Railway  lines  to  the 
housing  development  of  the  New  York  Ship- 
building Corporriion  through  Yorkship  Village, 
involving  the  building  of  about  9,000  feet  of 
single  track  at  an  estimated  expenditure,  in- 
eluding  the  necessary  real  estate,  of  $233,887.00. 

(5)  Washing f on  Park.  Relocation  of  tracks. 
Woodbury  Bagging  Plant  of  the  U.  S.  War  De- 
partment. The  United  States  War  Depaiiment 
has  diverted  the  lines  of  Public  Service  Railway 
Company  to  a  point  without  the  confines  of  the 
War  Department  Plant,  necessitating  the  build- 
ing  of  about  25,000  feet  of  single  track  and  the 
erection  of  a  new  car  house,  at  a  cost  of  approx- 
imately $275,000. 


IV. 

EMPLOYEES. 

The  Company  employs  approximately  3,622 
platform  men  and  women,  who  have  their  head- 
quarters at  30  car  houses,  situated  as  follows: 


Car  House. 

City  and  County. 

Number  of 
Trainmen. 

Greenvllto 

Jersey  City, 

Hudson  Co. 

257 

linntgomery 

Jersey  City, 

Hudson   " 

189 

APT'Oiila 

Jersey  City, 

Hudson   " 

69 

Hoboken 

Hoboken, 

Hudson    •' 

60 

Secaucus 

Secaucus. 

Hudson   " 

66 

West  Hoboken 

West  Hoboken, 

Hudson   " 

264 

West  New  York 

West  New  York, 

Hudson   " 

166 

HUton 

HUton, 

Essex  Co. 

111 

Big  Tree 

Nutley, 

Essex   " 

149 

Harrison 

Harrison, 

Essex   " 

89 

Sixteenth  Avenue 

Newark, 

Essex   " 

110 

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Car  House. 

Bergen  Street 

Roseville 

Central 

South  Orange 

Miller 

Montrose 

Orange  &  Passaic 

Valley 
Montclair 
Paterson 

Broadway  Terminal 
Elizabeth 
Milltown 
Perth  Amboy 
Dunellen 
Westfield 
Newton  Avenue 
Riverside 
Edgewater 
Rutherford 


City  and  County. 


Newark, 
East  Orange, 
Newark, 
Newark, 
Newark, 
West  Orange, 

Orange, 

Montclair, 

Paterson, 

Paterson, 

Elizabeth, 

New  Brunswick, 

Perth  Amboy, 

Dunellen, 

Westfield, 

Camden, 

Riverside, 

Edgewater, 

East  Rutherford, 


Essex  " 
Essex  " 
Essex  " 
Essex  •• 
Essex  " 
Essex  Co. 

Essex  Co. 
Essex  Co. 
Passaic  Co. 
Passaic  Co. 
Union  Co. 
Middlesex  Co. 
Middlesex  Co. 
Middlesex  Co. 
Union  Co. 
Camden  Co. 
Burlington  Co. 
Bergen  Co. 
Bergen  Co. 


Number  of 
Trainmen. 

90 
235 

49 
128 
171 

U 


■l 


117 

290 

147 
89 
28 
81 
16 

439 
63 
66 
87 


Total    3,622    . 


These  men  and  women  are  not  compelled  to 
live  in  congested  centers  of  the  large  cities,  but 
are  scattered  all  over  the  State,  as  above  set 
forth,  and  are  enabled  to  reside  in  the  suburbs 
and  less  thickly  settled  sections. 

V. 

WAGE  CONDITIONS  AFFECTING  MOTORMEN 

AND  CONDUCTORS  OF  PUBUC  SERVICE 

RAILWAY  COMPANY. 

Ever  since  the  present  ownership  secured  con- 
trol of  the  property  now  constituting  Public 
Service  Railway,  due  regard  has  been  shown 
for  the  rights  and  welfare  of  the  trainmen  and 
their  compensation  has  been  increased  from 
time  to  time.  When  the  present  owners  took 
hold  in  1903  the  platform  men  were  receiving 
nineteen  to  twenty-two  cents  an  hour  graduated 


according  to  length  of  service.  Seven  times  during 
tie  intervening  years  increases  in  pay  were  vol- 
untarily granted  by  the  Company  until,  by  June 
1,  1918,  the  lowest  paid  platform  men  were  re- 
ceiving twenty-eight  cents  an  hour  and  from 
this  base  the  wage  scale  ascended  to  thirty- 
four  cents  an  hour.  The  rates  of  pay  that  pre- 
vailed from  July  1,  1903,  to  June  1,  1918,  were 
as  follows: 

PUBLIC  SERVICE  RAILWAY  COMPANY. 

Scale  of  Wages  for  Trainmen. 
(In  cents  per  hour.) 


|8 

is 

Effective 
1.1-1907 

Effective 
1-1-1910 

Effective 
11-1911 

Effective 
1-1-1912 

Effective 
1-1-1914 

Effective 
7-1-1916 

Effective 
101-1917 

nm  Year: 

■ 

1st  6  montlis 

19c 

20c 

21c 

22c 

23c 

23c 

25c 

28c 

2nd  6  months 

19c 

20c 

21c 

22c 

28c 

24e 

25c 

28c 

Second  Year 

19c 

21c 

22c 

23c 

24c 

25c 

27c 

29c 

Third  Year 

Me 

21c 

23c 

24c 

25c 

26c 

28c 

30c 

Vourth  Year 

20c 

21c 

23c 

24c 

25c 

26c 

28c 

30c 

.Rftii  Year 

20c 

21c 

23c 

24c 

25c 

27c 

29c 

31c 

Sixth  Year 

20c 

22c 

23c 

24c 

25c 

27c 

29c 

31c 

^itemth  Year 

20c 

22c 

23c 

24c 

25c 

28c 

30c 

32c 

Silith  Year 

21c 

22c 

23c 

24c 

25c 

28c 

30c 

32c 

Ninth  Year 

21c 

22c 

23c 

24c 

25c 

29c 

31c 

33c 

Tenth  Year 

21c 

22c 

23c 

24c 

25c 

29c 

31c 

33c 

After  10  years 

22c 

23c 

24c 

24%c 

25c 

30c 

32c 

34c 

It  became  apparent  to  the  management  early 
in  the  current  year  that  the  wage  scale  put  into 
effect  October  1,  1917,  would  have  to  be  altered 
to  meet  changing  conditions  and  when,  on  March 
5  last,  the  Company  filed  an  application  with 
the  New  Jersey  State  Board  of  Public  Utility 
Commissioners  for  increased  rates  there  was 
included  in  the  petition  an  amount  sufficient  to 
allow  all  trainmen  an  additional  two  cents  per 
hour.    It  was  hoped  that  a  decision  would  speed- 


to 


» #..' 


■"■^.    m* 


^ 


r 


.* 


9 


ily  be  reached  in  the  rate  case — ^which  was  of 
an  emergency  character — ^but  the  sessions  were 
so  protracted  that  on  June  1,  1918,  without  wait- 
ing for  the  decision,  the  Company  gave  its  em- 
ployees the  benefit  of  the  two  cents  an  hour  in- 
crease in  pay. 

* 

On  June  4,  1918,  the  General  Superintendent 
of  the  Company  received  the  following  unsigned 
petition : 

We,  the  undersigned,  employees  of  Public  Service  Railway 
&  Railroad  Corporation  of  the  State  of  New  Jersey,  Platform 
men,  do  hereby  submit  this  petition  in  order  to  make  a 
demand  for  an  Increase  in  wages,  which  we  deem  necessary 
at  this  time,  in  view  of  the  high  cost  of  living,  and  we  be- 
lieve that  you  will  agree  with  us  that  it  is  almost  impossible 
to  provide  the  necessaries  of  life  on  the  prevailng  rate  of 
wages. 

We  would  therefore  submit  that  on  and  after  June  1st, 
1918,  the  rate  of  wages  be  Forty-five  cents  (45c)  per  hour 
flat  for  scheduled  time  and  Sixty  cents  (60c)  per  hour  for 
overtime.  Scheduled  time  shall  be  considered  as  10  hours 
per  day. 

We  would  also  call  your  attention  to  the  fact  that  we  con- 
sider it  unnecessary  to  employ  women  on  the  back  end  of 
cars  as  the  men  will  be  found  loyal  and  there  will  be  no 
dlfilculty  in  securing  the  services  of  men  should  your  Com- 
pany find  it  within  its  choice  to  pay  a  fair  rate  of  wages. 

Respectfully  submitted. 

The  men  who  submitted  the  foregoing  petition 
declared  they  had  been  selected  by  their  fellow 
workers  and  were  authorized  to  speak  and  act 
for  them.  They  asked  for  a  formal,  personal  in- 
terview and  their  request  was  readily  acceded  to, 
the  time  for  said  interview  being  fixed  for  June 
5.  At  the  appointed  time  a  committee  of  fif- 
teen trainmen,  made  up  of  representatives  of 
different  car  houses  called  at  the  office  of  the 
General  Superintendent  in  Newark.  The  men,  in 
response  to  a  specific  inquiry,  reiterated  that 
they  officially  represented,  anci  were  empowered 
to  speak  for  all  of  the  trainmen.    The  President 


\ 


} 


t 


10 


of  the  Company  invited  the  men  to  the  director's 
room,  adjoining  his  office,  where  he  and  several 
other  officers  of  the  Company  received  them.  The 
President  read  the  following  statement: 

June  5,  1918. 

Public  Service  Railway  Company  Is  fully  cognizant  of  the 
ezlstlns  burdens  caused  by  the  war  cost  of  living.  Some 
months  ago,  when  the  company  presented  its  application  to 
ll»  BiMWd  of  Public  Utilty  Commissioners  for  increased  reve- 
mam,  llmre  was  Included  in  its  statement  a  flat  two-cents-per^ 
hour  raise  in  wages  for  the  trainmen,  which,  at  that  time,  the 
Cfunfany  llmiiglil  would  meet  the  needs  of  the  men.  The  case 
before  the  Board  of  Public  Utility  Commissioners  has  taken  so 
much  longer  llian  was  anticipated  that  on  June  1st  the  company 
mt  Into  effect  Ibis  increase  without  waiting  for  the  decision 
in  the  ease.  It  la  apparent  that  this  new  raise  is  not  suffl- 
cient  to  meet  preaent-day  condiUons.  In  an  eflfort  to  do  full 
Justice  to  the  trainmen  and  in  the  confident  hope  that  the 
Board  of  Public  Utility  Commissioners  mrlU,  in  its  decision. 
recognlie  the  necessity  which  has  impelled  the  action  of  the 
company,  the  latter  has  decided  to  put  into  effect  as  of  June 
15.  next,  special  rates  of  compensation  to  motormen  and 
Inctors,   Including   women    conductors,   which   the   com- 

ly  now  flnils  It  necessary  to  employ.  The  special  rates 
which  will  prevail  while  the  war  conditions  last  are  as  fol- 

Vor  tlio  int  six  months'  service  (covering 
the  period  of  learning  the  business) 30c  per  hour 

After  the  first  six  months  and  until  the  end 
of  the  fifth  year 35©  per  hour 

After  five  years 40c  per  hour 

A  minimum  wage  of  117.60  Is  assured  every  trainman  who 
anaweni  all  roll-calls  and  performs  such  duties  as  may  be 

■MlffMd. 

To  all  persons  entering  the  employ  of  the  company  for  the 
first  time,  an  extra  payment  of  %10M  will  be  made  upon 
comiilotlon  of  thirty  days'  actual  platform  service. 

The  date  set  for  the  foregoing  rates  to  become  effective  Is 
the  earnest  possible  time  by  which  the  company's  rate  case 
can  be  decided  by  the  Utility  Board  and  increased  revenues 
provided  to  meet  Increased  payrolls,  but  the  operation  of  the 
schedule  herein  promised  is  not  made  conditional  upon  the 
decision.  Under  existing  clrcumstahces  the  company  will 
have  to  take  that  risk. 

The  company  having  thus  recognized  the  needs  of  its  em- 
ployees, now  bespeaks  their  fUH  co-operation  in  the  proper 
operation  of  the  property  which  is  so  vital  to  the  successful 
conduct  of  the  war  industries  located  In  New  Jersey. 


\ 


J. 


^ 


i 


i 


u 


When  the  President  had  submitted  his  propo- 
sition the  members  of  the  committee  asked  for  an 
opportunity  to  consider  it  alone.  The  Company 
officials  thereupon  retired.  When  they  an- 
nounced they  had  reached  a  conclusion  the  Presi- 
dent and  other  officials  of  the  Company  returned 
to  the  meeting  room.  Speaking  for  the  com- 
mittee, William  Wepner,  its  chairman,  declared 
that  the  men  had  given  careful  consideration  to 
the  proposition  in  all  its  aspects  and  had  voted 
unanimously  to  accept,  on  behalf  of  the  men,  the 
Company's  offer.  He  expressed  appreciation  of 
the  cordial  manner  in  which  the  committee  had 
been  received  and  stated  that  the  committeemen 
would  inform  their  fellow  workers  of  the  ac- 
ceptance of  the  proposition  and  of  what  the  com- 
mittee **had  accomplished  for  them." 

Asked  the  question,  Mr.  Wepner  replied  that 
the  acceptance  was  not  conditioned  upon  any 
further  conference  or  agreement  on  the  part  of 
the  trainmen  as  the  committee  was  authorized  to 
act  for  them. 

That  night,  June  5th,  meetings  of  trainmen 
were  held  in  Newark,  Paterson,  West  Hoboken 
and  New  Brunswick.  Copies  of  the  President's 
statement,  as  set  forth  above,  were  read  to  at 
least  the  first  three  meetings.  In  Paterson  the 
men  cheered  the  report  of  the  committee  and  the 
Company  and  the  meeting  adjourned  early.  In 
New  Brunswick  only  relatively  few  of  the  men 
attended  the  meeting.  In  Newark  and  in  West 
Hoboken  the  sessions  were  delayed  in  starting, 
and  prolonged.  Numbers  of  men  left  the  meet- 
ing room  for  brief  intervals  and  returned.  The 
Newark  and  West  Hoboken  gatherings  were  in 
communication  with  each  other  by  telephone. 
At  the  Newark  meeting  a  suggestion  to  repudiate 
the   committee's   acceptance   of  the   Company's 


^ 


12 


offer  was  made  and  lively  scenes  ensued.  About 
midnight  a  special  committee  was  named  to  wait 
upon  the  General  Superintendent  to  see  if  the 
offer  would  be  modified.  This  committee  met 
the  General  Superintendent  shortly  before  1 
o'clock  on  the  morning  of  June  6th  and  upon 
being  informed  that  the  President's  proposition 
could  not  be  changed  in  his  absence,  returned  to 
the  hall.  In  the  meantime  a  number  of  the 
men  had  left  the  meeting  room  and  those  who 
remained  voted  not  to  report  for  work  that 
morning.  No  notice  was  given  to  the  public, 
but  groups  of  men  visited  the  various  car 
houses  and  intercepted  such  men  as  were  re- 
porting for  the  early  runs  and  endeavored  to 
dissuade  them  from  working  by  telling  them 
that  a  strike  had  been  called.  With  some  they 
were  successful;  others  refused  to  heed  the  ap- 
peals. 

When  the  tens  of  thonsands  of  patrons  of  the 
Company  were  ready  to  start  for  work  on  the 
monSg  of  June  6th  they  found  the  street  car 
service  badly  crippled  in  three  of  the  six  di- 
visions of  the  Company's  system.  In  the  Essex 
division,  which  includes  Newark,  about  one-third 
of  the  cars  were  in  operation;  in  the  Hudson 
division,  which  radiates  from  Jersey  City,  the 
conditions  were  about  the  same;  in  the  Passaic 
division,  which  includes  Paterson,  all  the  early 
cars  were  taken  out  but  were  lat^r  returned  to 
the  car  house  because  of  pressure  exerted  on  the 
men  working  by  strikers  from  Newark  and  else- 
where. In  the  Central  division,  which  takes  in 
Elizabeth,  New  Brunswick  and  Perth  Amboy  the 
service  was  practically  nil  but  in  the  Bergen 
and  Southern  divisions,  the  latter  of  which  cen- 
ters around  Camden,  the  effect  of  the  strike  was 
not  perceptible.  Not  a  man  quit  work  in  the 
Southern  division. 


4,  I 


^.. 


i 


A 


13 


On  the  morning  of  June  6th  President  Mc- 
Carter  issued  the  following  appeal  to  the  men: 

PUBLIC  SERVICE  RAILWAY  COMPANY. 

June  6,  1918. 
To  the  Trainmen  of  Public  Service  Railway  Company: 

I  appeal  to  your  patriotism  and  sense  of  right  to  return 
to  your  duties  forthwith  in  order  that  the  Railway  system  of 
the  Company  may  be  operated,  the  war  industries  in  New 
Jersey  not  impeded  and  the  public  be  not  further  incon- 
venienced in  this  critical  hour  of  the  Nation's  history. 

The  Company  has  done  its  part.  It  has  given  all  the  men 
a  substantial  raise  and  a  further  large  increase,  effective  June 
15th,  to  all  except  the  very  new  and  inexperienced  men.  This 
is  all  that  the  industry  will  bear  and  when  the  new  scale  is 
in  effect,  you  will  all  receive  a  reasonable  wage  for  the 
service  rendered  even  under  present  conditions. 

You  have  a  duty  in  the  premises.  Only  yesterday  you 
sent  a  Committee  to  present  your  requests  and  empowered 
to  act.  This  Committee  unanimously  accepted  the  proposi- 
tion of  the  Company.  In  these  times  you  certainly  cannot 
afford  to  place  yourselves  in  the  attitude  that  you  have 
assumed  by  repudiating  the  action  of  the  Committee  and 
paralyzing  the  local  transportation  of  this  State  without 
warning  to  the  Company  or  the  public. 

Be  men.  Be  patriots.  Return  to  your  cars.  Do  your 
duty.  You  will  always  find  me  ready  to  help  the  loyal  em- 
ployees of  the  Company  to  the  limit  of  my  ability. 

THOS.  N.  McCARTER, 

President 

Later  in  the  same  morning,  the  Company,  act- 
ing through  its  President,  issued  the  following 
statement  to  the  public: 

The  employees  of  Public  Service  Railway  Company  who 
have  refused  to  operate  their  cars  today  have  committed  a 
gross  breach  of  faith  with  the  company  and  with  the  public, 
which  no  fairminded  man  should  countenance. 

The  Company  distinctly  recognizes  its  obligation  to  the 
Nation  and  to  the  public  of  this  community  to  operate  its 
system  as  efficiently  as  possible,  and  it  also  recognizes  that 
the  men  have  needs  which  it  must  meet  by  an  increase  in  the 
pay-roll. 

Yesterday  morning  I  was  waited  on  by  a  committee  of 
approximately  fifteen  representa}:ives  of  the  men  (one  from 
each  car-house)  who  said  they  came  authorized  to  treat  with 
the  company  and  empowered  to  act.     Notwithstanding  that 


A 


saii 


JBm  mK 


15 


on  Inst  Saturday  a  two-cent  flat  raise  per  hour  had  been  given 
the  men,  in  further  recognition  of  existing  conditions,  as 
anthofflMd  hy  the  Board  of  Directors  of  the  company,  I 
offered  the  men,  through  this  committee,  the  following  wage 
■cult,  effective  June  15th: 

For  the  first  six  months'  service  (covering 
the  period  of  learning  the  business) 30c  per  hour 

After  the  first  six  months  and  until  the  end 
of  the  fifth  year 35c  per  hour 

After  five  years  . 40c  per  hour 

A  minimum  wage  of  117.50  is  assured  every  trainman  who 
answers  all  roll-calls  and  performs  such  duties  as  may  be 
anilgiMd. 

To  all  persons  entering  the  employ  of  the  company  for  the 
first  time,  an  extra  payment  of  flO.OO  will  be  made  upon 
eonipletion  of  thirty  days'  actual  platform  service. 

TMi  schedule  involves  an  increase  in  the  company's  pay- 
roll, over  that  in  effect  prior  to  June  1st,  of  approximately 
1160,000,  gives  a  substantial  raise  to  all  the  trainmen  and  a 
very  large  raise  to  all  the  trainmen  except  the  new  and  in- 
experienced men  who  have  been  with  the  company  less  than 
six  months. 

The  CommitlM  asked  to  be  allowed  to  consider  this  offer  by 
Itself  and  the  officers  of  the  company  withdrew  from  the 
MMtiiif .  In  about  half  an  hour  we  were  requested  to  return, 
and  were  thereupon  informed  by  the  Committee  that  it  had 
unanimously  accepted  the  proposition,  was  grateful  for  the 
gmerfMiity  of  the  company,  and  that  the  matter  might  be 
regarded  as  closed.  Without  further  warning  or  communica- 
tion of  any  character,  the  men  held  meetings  last  night  and, 
in  some  localities,  repudiated  the  action  of  their  Committee 
and  ordered  a  walk-out  this  morning.  No  consideration  was 
given  by  the  men  to  the  transportation  of  the  thousands  of 
ship-yard  employees  at  an  early  hour  this  morning,  nor  to 
the  public  generally;  nor  was  any  opportunity  given  to  the 
company  to  enable  it  to  meet  the  situation  as  best  it  might. 
It  was  only  due  to  the  loyalty  of  a  considerable  portion  of 
the  moD  that  the  company  was  able  to  render  such  service  as 
furnished.  This  situation  would  be  bad  enough  at  any 
,  iiitt  is  intolerable  when  the  country  is  at  war.  I 
isve  issued  an  appeal  to  the  patriotism  and  fairmindedness 
of  the  men  to  return  to  their  cars  today. 

The  company  has  gone  the  limit  on  the  wage  question. 
Under  the  new  scale  every  trainman  who  has  worked  more 
tlian  six  months,  up  to  five  years,  will  earn  a  minimum  of 
IIJO  for  a  day's  work,  and  those  who  have  been  in  the 
employ  of  the  company  over  five  years  will  earn  a  minimum 
of  $4.00.  The  labor  involved  is  responsible  and  exacting,  but 
not  skilled.  The  company  has  met  the  full  measure  of  Its 
responsibility  In  the  premises,  confident  in  the  expectation 


\ 


■^  *-• 


"*    t,  ^' ' 


\ 


that  it  win  be  protected  in  its  ability  to  meet  the  increased 
obligation  which  the  raise  in  wages  will  involve,  by  the 
Public  Utility  Commission  of  the  State. 

Still  later  in  the  same  day  the  President  of 
the  Company  made  an  effort  to  get  in  communi- 
cation with  former  President  Taft,  one  of  the 
co-chairmen  of  your  Honorable  Board,  but  was 
unsuccessful.  The  President  of  the  Company 
subsequently  on  that  same  day  received  an  in- 
quiry over  the  telephone  from  Hon.  Thomas  L. 
Eaymond,  Director  of  the  Department  of  Streets 
and  Public  Improvements  of  the  City  Commis- 
sion of  the  City  of  Newark,  asking  if  he  would 
be  willing  to  meet  a  delegation  of  trainmen  if  a 
conference  should  be  arranged  the  following  day. 
The  President  replied  that  he  would  do  anything 
within  reason  to  compose  a  situation  that  was  so 
seriously  inconveniencing  the  public. 

On  the  following  morning,  June  7th,  the  Com- 
pany, acting  through  its  President,  issued  the 
following  statement  to  the  public: 

In  the  distressing  situation  which  exists  between  Public 
Service  Railway  Company  and  its  trainmen,  the  paramount 
issue  Is  the  obligation  to  the  nation.  The  State  of  New 
Jersey  Is  honeycombed  with  war  industries  of  vital  importance. 
The  successful  operation  of  these  industries  is  altogether 
dependent  upon  the  prompt  and  uninterrupted  transportation 
of  workers  therein.  The  company,  appreciating  its  duty  in 
the  premises,  voluntarily  raised  the  wages  of  the  trainmen, 
in  anticipation  of  increased  revenues  which  it  hopes  will 
be  granted  by  the  Public  Utility  Commission,  but  it  did  not 
stop  there.  Realizing  that  economic  conditions  had  changed 
since  the  foregoing  rate  was  first  projected,  the  Board  of 
Directors,  at  Its  regular  meeting  on  Tuesday  last,  authorized 
me  to  make  further  raises.  Day  before  yesterday  I  met  a 
committee  of  the  men  representing  all  the  car-houses  in  the 
northern  section  of  the  State,  selected  and  empowered  by 
the  men  to  act  in  their  behalf,  and  made  an  offer  of  a  further 
substantial  raise  to  the  trainmen,  to  date  from  June  15th,— 
the  effect  of  which  is  to  give  the  men  who  have  been  In 
the  company's  employ  more  than  six  months  an  approximate 
average  raise  of  60c  per  day  over  the  schedule  in  force  prior 


A 


16 


to  June  l8t.  To  this  the  Committee  representing  the  men 
UDaiilraoiisly  agreed,  mnil  thanked  the  company  for  its  gen- 
erosity. Later  a  considerable  portion  of  the  men  repudiated 
the  action  of  their  committee  and  ordered  an  immediate  walk- 
out, without  warning  to  the  company  or  to  the  public,  which 
has  caused  great  distress  to  the  travelling  public  and  much 
hindrance  to  the  war  industries  and  other  business  in  this 
community.  The  company  feels,  and  I  think  the  public  feels, 
outraged  at  this  breach  of  faith  on  the  part  of  the  trainmen 
participating  therein.  In  the  territory  affected  the  service 
Is  about  one-third  normal.  In  rroognltion  of  the  loyalty  of  the 
men  who  have  stood  by  the  eompany  and  the  public  In  this 
crlal%  and  in  a  tplHt  of  concftlatlon  to  all,  the  company  has 
decided  to  antedate  aiMl  put  into  effect  at  of  yesterday  the 
•ciMiiale  hemtofore  promiilfated  as  effective  June  l&th.  The 
omiiwiy  feels  that  in  authorizing  this  vast  raise,  amounting  to 
|e50.000  per  year,  prior  to  the  determination  of  its  pending 
application  for  an  Increase  in  revenue,  It  has  done  more  than 
ita  part,  but  it  cannot  forget  that  the  successful  prosecution  of 
tie  war  Is  the  prime  consideration  of  all  patriotic  Americans. 

The  Government  has  created  a  War  Labor  Board  to  care 
for  Just  snch  situations  as  this,  but  that  Board,  the  only 
oileial  body  having  any  Jurisdiction  over  a  case  of  this 
ctefactar,  has  already  determined  that  it  will  not  under- 
take the  consideration  of  a  case  while  a  condition  of  strike 
CBlila.  U  tMB  wmm  will  return  to  work,  and  then  still  feel 
liat  they  have  any  grfevance  of  wage  or  otherwise,  the 
opportunity  Is  open  to  them  to  appeal  to  the  Labor  Board 
at  Washington,  of  which  former  President  William  H.  Taft 
•nd  Mr.  Frank  P.  Walsh  are  the  Joint  chairmen.  The  Labor 
Biard  does  not  accept  Jurisdiction  except  where  both  partiea 
aevM  to  submit  to  Its  decision.  The  Railway  CJompany  pledges 
iti«If  that  If  the  trainmen  return  to  work  and  then  decide  to 
lay  their  ease  before  the  Labor  Board  at  Washington,  the 
Ciompany  will  abide  by  the  result.  I  made  an  unsuccessful 
rttort  yesterday  to  get  into  communication  with  Judge  Taft. 
Mr.  B.  L.  Worden.  Oeneral  Manager  of  the  Submarine  Boat 
C3orporatlon*s  plant  at  Port  Newark,  is  a  member  of  this  Labor 
li<iard,  and  he  has  personally  agreed  to  see  that  the  Labor 
Bowpd  will  assume  Jurisdiction  of  this  case,  If  it  be  presented 
to  It  under  the  foregoing  conditions. 

In  April  hist  a  statute  was  passed  by  Congress  and  ap- 
proved by  the  President,  authorizing  the  Government  to  take 
over  the  control  and  operation  of  a  street  railway  system  if 
deemed  necessary  to  the  successful  prosecution  of  the  war. 
While  the  company  does  not  believe  that  any  such  necessity 
exists,  so  far  as  this  property  is  concerned,  nevertheless. 
Mindful  of  the  prime  necessity  involved,  it  stands  ready  to 
facilitate  such  action,  if  It  should  be  deemed  wise  by  the 
Qovemment 

THOS.  N.  McCARTBH. 
line  7th.  1918.  WmMmt 


-v*. 


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17 


On  the  morning  of  June  7th  the  President  of 
the  Company  was  invited  by  Director  Raymond 
to  attend  a  conference.  He  accepted  and  with 
several  other  officials  of  the  Company  immedi- 
ately went  to  the  City  Hall.  There  he  met 
Director  Raymond  and  other  members  of  the 
Board  of  Commissioners  of  the  City  of  Newark, 
and  a  committee  of  fifteen  of  the  striking  rail- 
way employees.  The  strikers  were  accompanied 
by  Mr.  Henry  Carless,  an  attorney  of  Newark, 
as  their  legal  adviser.  Mr.  J.  J.  S.  Rogers,  a 
representative  of  the  Department  of  Labor,  who 
had  been  directed  to  offer  his  services  as  a 
mediator  was  also  present.  Director  Raymond 
announced  that  a  number  of  the  strikers  had 
held  a  meeting  in  the  City  Hall  and  had  dele- 
gated the  committee  of  fifteen  then  present  to 
represent  them.  He  asked  Mr.  McCarter  if  the 
latter  cared  to  say  anything  in  connection  with 
the  labor  situation.  Mr.  McCarter  replied  that 
the  Company's  position  was  set  forth  in  a 
statement  already  given  out  for  publication  and 
he  proceeded  to  read  his  statement,  dated  June 
7th,  referred  to  above.  The  strikers'  commit- 
tee through  William  Wepner,  its  chairman,  then 
announced  that  the  Company's  statement  was 
satisfactory  to  the  men  and  that  his  committee 
would  recommend  to  the  body  of  the  strikers 
that  they  return  to  work  under  the  conditions 
set  forth.  The  City  Hall  conference  was  fol- 
lowed by  a  general  meeting  of  the  strikers  who 
were  advised  of  what  had  occurred  and  the  men 
voted  unanimously  to  return  to  work.  Within 
fifteen  minutes  of  the  adjournment  of  the  meet- 
ing some  of  the  strikers  had  reported  at  the  car 
houses  and  with  the  exception  of  the  Passaic 
division,  where  the  men  were  held  back  by  their 
own  representatives  until  9  P.  M.,  the  service 
was  nearly  normal  for  the  evening  rush  hours. 


A 


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18 


On  Siiiiday  evening,  June  9th,  Judge  Taft  in 
his  position  as  oo-chairman  of  the  War  Labor 
Board  and  at  the  request  of  Mr.  B.  L.  Worden, 
a  member  of  said  board,  who  acted  at  the  sugges- 
tion of  the  Company,  held  an  informal  hearing 
at  the  Hotel  Bobei-t  Treat,  in  Newark.  The 
motormen  and  conductors  were  represented  by 
a  committee  of  their  own  selection  with  Mr. 
Carless  as  their  attorney.  For  the  Company, 
President  McCarter,  General  Counsel  Frank 
Bergen  and  Vice-President  Edmund  W.  Wake- 
lee  appeared.  Mr.  Worden  and  Mr.  Rogers 
were  also  in  attendance.  Judge  Taft  fully  ex- 
plained the  powers  and  duties  of  the  War 
Labor  Board  and  the  procedure  and  conditions 
necessary  to  enable  the  board  to  obtain  jurisdic- 
tion. That  portion  of  the  Company's  statement 
of  June  7th  in  regard  to  submission  to  the  board 
was  read  and  it  was  agreed  that  the  matter 
would  be  given  more  formal  consideration  later. 


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VI. 
THE  ISSUES. 

The  statement  of  grievances  of  the  employees, 
as  transmitted  to  this  Company,  is  given  below, 
and  opposite  is  given  the  answer  of  the  Com- 
pany to  the  allegations  of  each  paragraph. 


STATEMENT    OF    GRIEVANCES 
OF  EMPLOYEES. 

National  War  Labor 

Board, 

Washington,  D.  C. 

In  the  matter  of  the  con- 
troversy between  the 
employees  of  Public 
Service  Railway  Com- 
pany of  New  Jersey 
and  its  employees. 

Statement   of  Grievances 
of  Employees, 

The  employees  of  the 
Public  Service  Railway 
Company  of  New  Jersey 
respectfully  show: 


1.  That  they  are  en- 
gaged principally  as  mo- 
tormen and  conductors 
on  street  railway  and 
railroad  lines  which 
carry  large  numbers  of 
employees  engaged  in  the 
shipbuilding,  chemical, 
machinery,  munition  and 
other  plants  located  in 
New  Jersey,  engaged  in 
the  production  of  neces- 
sary means  for  the  ef- 
fective conduct  of  the 
war  in  which  we  are  now 
engaged. 


THE     COMPANY  S    ANSWER. 


Public  Service  Railway 
Company,  replying  to  the 
statement  of  grievances 
of  its  employees  filed 
with  this  Board,  respect- 
fully  shows: 

1.  Paragraph  1  of  the 
statement  is  admitted. 


i 


20 


W 


2.  Any  cessation  of 
the  operation  of  said 
railway  and  railroad 
lines  would  cause  dela3J 
and  obstruction  of  such 
a  nature  as  to  seriously 
affect  detrimentally  the 
production  of  said  means 
for  the  effective  conduct 
of  the  war 

3.  The  grievances  of 
which  the  employees  com- 
plain were  brought  to 
the  attention  of  the  em- 
ployer and  at  a  confer- 
ence held  between  repre- 
sentatives of  each  side  of 
June  5th  last,  an  offer  of 
settlement  was  made  by 
the  employer  which  offer, 
when  submitted  to  the 
employees  in  general 
meeting  was  rejected  by 
than  and  on  June  6th 
they  ceased  working.  On 
June  7th  the  employer  at 
a  further  conference  pre- 
sented a  written  state- 
ment which  contained  the 
following : 

**The  government  has 
created  a  War  Labor 
Board  to  care  for  just 
such  situations  as  this, 
but  that  board,  the  only 
official  body  having  any 
jurisdiction  over  a  case 
of  this  character,  has  al- 
ready determined  that  it 
will  not  undertake  the 
consideration  of  a  case 
while  a  condition  of 
strike  exists.  If  the  men 
will  return  to  work  and 
then  still  feel  that  tiey 


2.    Paragraph  2  of  the 
statement  is  admitted. 


3.  Paragraph  3  of  the 
statement  is  admitted, 
EXCEPT  as  follows: 

The  Company  respect- 
fully submits  that  the 
only  grievances  brought 
to  the  attention  of  the 
Company,  as  alleged  in 
this  paragraph  were  the 
question  of  the  wage,  and 
the  question  of  the  em- 
ployment of  women.  The 
offer  of  the  Company  re- 
garding the  new  wage 
scale  as  made  to  the  rep- 
resentatives of  the  men 
on  June  5th  was  accepted 
by  the  representatives  of 
the  men,  they  stating 
that  they  had  authority 
from  the  men  to  take  such 
action. 

Notwithstanding  this 
acceptance  a  strike  was 
called  on  June  6th,  all  as 
set  forth  under  Section 
V  of  this  brief,  entitled, 
"Wage  Conditions.'' 

The  objection  of  the 
men  to  the  employment 
of  women  was  evidently 
withdrawn,  as  no  refer- 
ence to  it  is  made  in  the 
statement  of  grievances 
now  presented. 


21 


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have  any  grievance  of 
wage  or  otherwise,  the 
opportunity  is  open  to 
them  to  appeal  to  the 
Labor  Board  at  Wash- 
ington, of  which  former 
President  William  H. 
Taft  and  Mr.  Frank  P. 
Walsh  are  the  joint 
Chairmen.  The  Labor 
Board  does  not  accept 
jurisdiction  except  where 
both  parties  agree  to- 
submit  to  its  decision. 
The  Eailway  Company 
pledges  itself  that  if  the 
trainmen  return  to  work 
and  decide  to  lay  their 
case  before  the  Labor 
Board  at  Washington, 
the  Companv  will  abide 
by  the  result. 

4.  The  employees  be- 
ing desirous  of  avoiding 
further  inconvenience  to 
the  traveling  public  and 
with  a  deep  sense  of  their 
patriotic  duty  accepted 
the  offer  of  the  employer 
to  submit  further  griev- 
ance to  your  Honorable 
Board  and  immediately 
return  to  work. 


4.  Replying  to  Sec- 
tion 4  of  said  statement 
of  grievances,  the  Com- 
pany admits  that  the 
men  did  return  to  work, 
and  the  matter  is  now 
submitted  to  this  Honor- 
able Board. 

No  question  is  here 
raised  concerning  the  pa- 
triotism of  either  the 
Company  or  the  men. 

Over  600  employees  of 
the  Company  have  left  to 
join  the  colors.  These 
men  are  working  at  rates 
of  pay,  and  under  condi- 
tions obtaining  in  the 
army  and  navy,  and  are 
risking  their  lives  in 
their  country's  defense. 
Those  who  are  left  be- 
hind, we  believe,  will  per- 


22 


-MS 


5.  Tbey  complain  the 
wages  paid  to  them  now 
are  insufficient  to  enable 
them  to  support  them- 
selves and  families  in 
health  and  reasonable 
comfort  because  of  the 
great  increase  in  the  cost 
of  living  that  has  taken 
place  during  the  past  two 
or  more  years. 


6.  That  they  are  often 
compelled  to  work  over- 
time for  which  they  do 
not  receive  the  usual  in- 
creased rate  of  compen- 
sation paid  in  other 
trades  and  occupations. 


form  their  patriotic  duty 
by  accepting  the  gener- 
ous rate  of  pay  now 
granted  by  the  Company, 
and  continue  under  pres- 
ent working  conditions 
that  were  found  satisfac- 
tory before  the  war,  thus 
permitting  this  industry 
to  be  efficient  and  able  to 
contribute  to  the  winning 
of  the  war. 

5.  Replying  to  Para- 
graph 5  of  the  State- 
ment of  Grievances,  this 
Company  respectfully 
submits  that  whether  or 
not  the  wages  paid  prior 
to  June  1st,  1918,  were 
sufficient,  the  Company 
alleges  and  maintains 
that  the  new  rate  of 
wages  as  accepted  by  the 
Committee  representing 
the  men  on  June  5th,  and 
now  in  force,  is  sufficient 
to  enable  the  men  to  sup- 
port themselves  and  their 
families  in  health  and 
reasonable  comfort.  (See 
Section  VIII  of  this 
brief.) 

6  Replying  to  Para- 
graph 6  of  the  Statement 
of  Grievances,  the  Com- 
pany respectfully  submits 
that  no  man  is  compelled 
to  work  overtime.  When 
any  man  voluntarily  works 
overtime  he  is  paid  5 
cents  per  hour  in  excess 
of  the  regular  rate  of 
compensation. 


\, 


23 


"'*i.  »,-# 


\ 


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. 


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7.  Their  hours  of  la- 
lK)r  at  present  are  10 
each  day  for  seven  days 
each  week  and  their  runs 
or  trips  are  so  arranged 
that  large  numbers  of 
them  do  not  complete 
their  day's  work  in  less 
than  twelve  to  fifteen 
hours. 

8.  That  they  are  fre- 
quently ordered  to  re- 
port for  work  and  await 
under  said  orders  for  two 
or  three  hours  for  which 
time  they  receive  no 
compensation  whatever. 

9.  The  trips  or  runs 
assigned  to  some  em- 
ployees take  more  than 
nine  but  less  than  ten 
hours  to  complete  and 
deductions  from  the  full 
days'  wage  are  made  by 
the  employer. 


The  principle  that  the 
excess  rate  of  compen- 
sation paid  for  overtime 
should  be  so  high  as  to 
penalize  the  Company 
and  thereby  tend  to  pre- 
vent overtime  work  does 
not  and  should  not  be 
applied  to  street  railway 
platform  men. 

The  amount  now  paid 
by  the  Company  for  over- 
time  is   sufficient. 

7.  Replying  to  para- 
graph 7  the  Company 
admits  that  wherever 
possible  runs  are  con- 
structed to  provide  a  10- 
hour  actual  working 
period.  The  Company 
denies  that  the  runs  are 
spread  over  excessive 
periods  of  time. 

8.  The  Company  de- 
nies the  allegations  of 
Paragraph  8.  Under  pres- 
ent conditions  waits  of 
long  duration  are  infre- 
quent. 


9.  Replying  to  Para- 
graph 9,  the  Company 
alleges  that  no  particular 
period  is  recognized  as  a 
day's  work.  Trainmen 
are  paid  for  the  actual 
time  spent  on  the  plat- 
form, which  necessarily 
varies  somewhat  accord- 
ing to  the  length  of  the 
run. 


24 


25 


10.  They  frequently 
end  one  day's  work  after 
10  P.  M.  and  are  obliged 
to  report  early  the  next 
day  to  resume  work  with- 
out having  opportunity 
for  sufficient  rVst  and 
sleep. 

11.  That  some  of  them 
have  been  discharged  by 
their  employer  for  their 
legitimate  trade  union  ac- 
tivities. 


Your  petitioners  there- 
fore respectfully  submit 
that  your  Honorable 
Board  should  establish 
the  following  conditions 
as  fair  and  just  in  the 
premises  to  the  parties 
concerned. 

A.  A  flat  rate  of  45 
cents  per  hour  for  all  em- 
ployees except  extra  men. 

B.  60  cents  per  hour 
for  all  over  time. 


C.  10  hours  to  con- 
stitute a  day's  work 
which  said  10  hours  shall 


10.  The  Company  de- 
nies Paragraph  10  and 
alleges  that  the  men  are 
given  sufficient  oppor- 
tunity for  rest  and  sleep. 


i,  > 


11.    Paragraph    11    i^ 
denied. 


Replying  to  demands  A 
and  B  of  the  statement 
of  grievances,  the  Com- 
pany respectfully  sub- 
mits that  the  present  rate 
o  f  compensation  a  s 
granted  by  the  Company 
effective  June  6th  and  ac- 
cepted by  the  Committee 
representing  the  men,  as 
previously  stated  in  this 
brief,  constitutes  a  living 
wage,  and  is  sufficient  to 
insure  the  subsistence  of 
the  worker  and  his  fam- 
ily in  health  and  reason- 
able comfort 

Replying  to  demands 
C  to  H,  both  inclusive, 
the       Company      alleges 


' k. 


\ 


/ 


be   performed  during   11 
consecutive  hours. 

D.  Regular  time  to  be 
all  time  put  in  by  em- 
ployees whether  actually 
working  or  waiting  un- 
der orders  to  work. 

E.  Overtime  to  be  all 
work  performed  or  wait- 
ing under  orders  to  work 
in  excess  of  10  hours. 

F.  That  any  regular 
scheduled  trip  or  run 
completed  in  less  than 
10  hours,  but  in  more 
than  9  hours  to  be  paid 
for  as  a  full  working  day, 
and  any  such  trip  or  run 
completed  in  9  hours,  but 
in  more  than  8  hours 
shall  be  paid  for  as  if 
the  trip  or  run  had  taken 
9  hours  to  complete. 

G.  All  extra  men  who 
answer  all  roll-calls  shall 
be  paid  at  the  rate  of 
$20  per  week. 

H.  No  employee  whg 
ends  one  day's  work  aft- 
er 10  P.  M.  shall  be 
obliged  to  resume  work 
until  12  hours  later. 

I.  All  employees  dis- 
charged for  legitimate 
trade  union  activities  to 
be  reinstated  to  the  for- 
mer positions. 


that  present  working  con- 
ditions are  necessary  and 
reasonable  and  in  the 
public  interest  should  be 
maintained. 


Replying  to  demand  I, 
the  Company  respectful- 
ly submits  that  there 
have  been  no  employees 
discharged  for  the  rea- 
sons set  forth  therein. 


_„/■ 


/ 


26 

Your  petitioners  there- 
fore pray  that  an  early 
date  nay  be  fixed  by 
your  Honorable  Board 
for  a  hearing  and  argu- 
ment of  their  said  griev- 
aaees  to  the  end  that  no 
further  controversy  be- 
tween the  parties  hereto 
shall  delay  and  obstruct 
production  necessary  for 
the  effective  conduct  of 
the  war.  And  your  peti- 
tioners will  ever  pray. 

The  Brotherhood  of 
Street  Eailway  and  Eail- 
road  Workers  of  New 
Jersey. 

William  Wbpioir, 

President, 
159  Myrtle  Avenue, 
Irvington,  N.  J. 

AKTHua  Afflbtoi^, 

Secretary, 
832  Paterson  Avenue, 
East  Eutherford,  *N.  J. 

Hehky  Carless, 

Counsel, 
9  Clinton  Street, 
Newark,  N.  J. 


I    • 


/ 


/ 


( 


27 


The  issues  presented  herein  logically  fall  and 
will  be  discussed  under  three  general  heads, 
namely :  Working  Conditions,  The  Living  Wage, 
and  Eesults  of  Granting  the  Demands  of  the 
Men. 


VII. 

THE   WORKING   CONDITIONS   AT   PRESENT 
EXISTING  ON  THIS  PROPERTY  ARE  REA- 
SONABLE AND  SHOULD,  IN  THE  PUB- 
Lie  INTEREST,  BE  MAINTAINED. 

Working  conditions  as  embraced  in  the  griev- 
ances presented  by  the  trainmen  of  Public  Ser- 
vice Eailway  Company  cover: 

(a)  Hours  of  Labor. 

(b)  The  Spread,  or  Outside  Time,  in  which 
Such  Hours  of  Work  are  Accomplished. 

(c)  The  Rest  Periods  Afforded. 

(d)  Allowances  for  Time  Not  Actually  Spent 
on  the  Platform. 

(e)  Payments  for  Waiting  Time. 

(f)  Guaranteed  Time. 

(g)  The  Question  of  What  Shall  be  Consid- 
ered Overtime  and  the  Eate  of  Pay  Therefor. 

HOURS  OF  LABOR. 

The  first  claim  of  this  Company  is  that  the 
prevailing  working  conditions  are  at  least  as  fav- 
orable as  those  obtaining  on  any  electric  rail- 
way property  in  America  and  as  nearly  perfect 
as  the  exigencies  of  electric  railway  operations 
will  permit.  It  will  not  be  denied  by  anyone  that 
the  operation  of  electric  railways  is  not  compar- 
able with  the  operation  of  industrial  plants  be- 
cause of  the  impossibility  of  establishing  an  ar- 
bitrary quitting  time.    It  is  in  fact  the  operation 


\ 


28 


of  these  very  industrial  plants  which  to  a  large 
degree  fixes  automatically  the  spread,  or  outside 
time  for  street  railway  peak  operation.  The 
operation  of  a  given  line  admits  of  only  two  men 
"quitting"  work  at  an  identical  time,  the  other 
platform  men  finishing  at  subsequent  periods  de- 
termined by  the  headway  operated  on  the  re- 
spective routes. 

The  runs  on  Public  Service  lines  are  con- 
structed to  provide  as  nearly  as  possible  a  ten- 
hour  working  period.  This  is  and  always  has 
been  considered  to  be  the  desirable  working 
period  for  men  in  the  street  railway  transporta- 
tion field,  and  is  necessary  because  of  tlie  pe- 
culiar characteristics  of  the  business. 

SPREAD,  OR  OUTSIDE  TIME,  OF  RUNS. 

The  spread  or  outside  time  is  absolutely  de- 
paident  upon  the  rush  hour  or  peak  demands; 
that  is  to  say  the  beginning  of  the  early  morn- 
ing passenger  demand  and  the  conclusion  of  the 
evening  peak  demand,  provides  the  controlling 
factor  in  determining  the  hours  within  which  a 
trainman  may  complete  his  day's  work.  Other 
elements  are  the  location  of  the  car  houses  with 
reference  to  the  origin  of  peak  business  and  the 
impracticability  of  constructing  a  car  house  for 
each  line.  That  location  must  be  selected  which 
will  in  the  judgment  of  the  operating  officers 
best  meet  the  general  requirements  of  the  sys- 
tem, and  this  involves,  of  course,  the  minimizing 
of  the  spread  time  of  the  trainmen,  as  well  as 
economies  of  operation  consistent  with  properly 
and  conveniently  meeting  the  peak  passenger  de- 
mands. 

As  indicating  the  spread  requirements  on  cer- 
tain typical  lines,  there  is  submitted  a  tabulation 
for  ten  trunk  routes  of  Public  Service  Railwav 


1 


y 


29 


Company  showing  the  extent  in  period  of  time 
of  the  rush  demand,  both  A.  M.  and  P.  M.,  and 
the  total  spread  which  these  demands  necessi- 
tate. It  will  be  seen  from  the  average  that  the 
period  from  the  beginning  of  the  A.  M.  rush  to 
the  conclusion  of  the  P.  M.  rush  is  thirteen 
hours  and  thirty  minute^  (13  hr.  30  min.)  with  a 
minimum  spread  shown  on  the  Clifton  Line  of 
twelve  hours  and  fifty-two  minutes  (12  hr. 
52  min.)  and  a  maximum  on  the  Broad  Line,  one 
of  the  heaviest  routes  of  the  system,  of  fifteen 
hours  and  one  minute  (15  hr.  1  min).  Coupled 
with  this  long  spread  is  the  heavy  peak  car  de- 
mand as  compared  with  the  non-rush  require- 
ments, some  lines  requiring  as  high  as  225%  to 
250%  rush  service  over  the  midday  necessities. 
Under  such  conditions,  it  is  manifestly  imprac- 
ticable to  produce  a  time  table  which  would  sub- 
stantially change  the  results  now  being  obtained 
on  Public  Service  lines  and  insure  to  the  men  a 
reasonable  day's  work,  which  latter  after  all  is 
the  desideratum. 

Another  controlling  difficulty  is  the  large  num- 
ber of  lines  of  considerable  length,  the  round 
trip  time  of  which  is  of  such  duration  as  to  pro- 
hibit the  reduction  of  the  spread  time  of  runs 
below  those  now  prevailing  (even  if  the  men 
should  desire  that  this  be  done,  which  we  be- 
lieve is  not  the  case),  and  maintain  a  reasonable 
day's  work. 


30 


SPREAD  TIME  OF  PEAK  DEMANDS  ON  CERTAIN  TYPICAL 
UNES  OF  PUBLIC  SERVICE  RAILWAY  COMPANY. 

Peak 
Line  Begins 

Orange    5.51 

Broad 5.02 

Clifton 5.50 

Greenville 6.44 

Palisade  6.05 

Union  Hill  .... 6.00 

West  New  York 5.30 

Haddon  Heights   . .  5.45 

Haddonfleld  6.00 

Federal 6.00 

AVERAGE   


A.   SAm 

P.M. 

P.M. 

Spread  of 

Peak 

Peak 

Peak 

Peak 

Ends 

Begins 

Ends 

Demands 

9.03 

4.33 

7.00 

13.09 

10.10 

3.44 

8.03 

15.01 

9.52 

4.48 

6.42 

12.52 

9.47 

3.32 

7.04 

13.20 

8.45 

5.30 

7.10 

13.05 

9.25 

3.40 

7.30 

13.30 

9.15 

4.00 

7.15 

13.45 

9.25 

4.30 

7.30 

13.45 

9.20 

4.30 

7.15 

13.15 

9.40 

3.50 

7.20 

13.20 

13 

hours  30  minutes 

Note:    Spread  is  figured  from  Pull  Out  Time  in  A.  M.  to 
Pull  In  Time  in  P.  M.,  for  service  above  midday  requirements. 

It  is  not  true  that  the  hours  of  work  of  train- 
men are  spread  over  excessive  periods  of  time, 
as  is  sho^Ti  by  an  inspection  of  Public  Service 
Eailway  time  tables,  the  results  of  which,  as  to 
the  spread  period  for  all  runs  of  nine  hours  or 
more,  are  indicated  in  the  following  tabulation: 

Number  Per  Cent. 


Total  No.  of  Runs  paying  Nine  Hours  or  Over. .  1531 

No.  of  Runs  finishing  within  Twelve  Hours 694 

"    *•      "  "        between  12  and  13  hours    504 

••    •'      ••  *•  "        13     "      14     "         294 

14    "     15     "  39 


«• 


«< 


•I 


«• 


100.0 

45.3 

32.9 

19.2 

2.6 


II 


««     «f 


M 


M. 


II 


Cumulative 

No.  of  Runs  finishing  within  Twelve  Hours 694         45.3 

Thirteen  Hours...  1198  78.2 

Fourteen  Hours . . .  1492  97.4 

Fifteen   Hours 1531        100.0 

Average  Outside  or  Spread  Time  per  Run— 12  hours  17  minutes. 

It  will  be  seen  from  the  above  that  of  a  total  of 
1531  runs,  45  per  cent.,  or  694,  conclude  the 
day's  work  within  a  twelve-hour  period.  These 
694,  in  periods  of  spread,  are  divided  as  follows : 

Between  Nine  and  Nine  and  One-half  Hours 35  Runs 

**        Nine  and  One-half  and  Ten  Hours 34      " 

**        Ten  and  Ten  and  One-half  Hours 28      " 


( 


J 


31 


Between  Ten  and  One-half  and  Eleven  Hours 132  Runs 

"        Eleven  and  Eleven  and  One-half  Hours 201      " 

"        Eleven  and  One-half  and  Twelve  Hours... 264      " 


094 


«« 


From  data  available  we  have  prepared  a  list 
showing  the  spread  time  on  a  few  of  the  large 
companies  of  the  country.  It  must  be  under- 
stood that  these  records  do  not  indicate  entirely 
the  complexion  of  the  time  tables  inasmuch  as 
there  is  a  considerable  difference  in  the  method 
of  developing  such  schedules,  one  company  en- 
deavoring to  include  all  work  time  within  defin- 
itely assigned  runs  of  substantial  length  and 
thus  reducing  to  an  almost  negligible  quantity 
the  tripper  assignments  which  total  per  unit 
only  a  small  number  of  hours,  while  other  com- 
panies have  a  very  large  percentage  of  trippers 
and  these,  not  being  included  in  assigned  runs, 
are  not  considered  in  the  tabulation. 

SPREAD  TIME  OF  RUNS  ON  SOME  REPRESENTATIVE  EI  EC 
TRIC  RAILWAY  COMPANIEJS  OP  THE  UNITED  STATES. 

I*-  §*-         iv,         §*.  2       PerCentof 

§o«      §o„      g^        §^,  g      Total  Runs 

City  «§«     -gtf    15  gS    ^iS       U  . 

5^1     5^S    2^3     f3       S|      |l         fl 
2ou^     tZcuii    Sicug    ottig      Sep      Ogj         t)$3 

^os^^on  2.51  27.6         13.5  30.0  70.0 

Buffalo    20.00  16.2  4.2          ...  14.5  40.4  59.6 

Over 

Louisville     11.4  19.8  10.6        21.5  18.0  63.3  36.7 

Los  Angreles 

(L.  A.  Ry.) 13.6  24.4  7.9          1.2  15.0  47.1  52.9 

Los  Angreles 

(Pao  Elec)    ....14.1  9.8  2.9          1.0  15.5  27.8  71.2 

Milwaukee  31.3  88.5  9.0          9.4  15.5  88.2  11.8 

Minneapolis  32.9  46.4         13.6  79.3  20.7 

Public  Service 

Railway  Co.    ...32.9  19.2  2.6         ...  14.5  54.7  45.3 

Oakland    12.0  12.2  6.3         ...  14.5  30.5  69.5 

Philadelphia   9.7  23.0         13.5  32.7  67.3 

•San  Francisco  ..44.3  20.4  5.5         ...  14.5  70.2  29.8 

Seattle  17.4  12.1  0.5          0.2  15.0  30.2  69.8 

Washlngrton  (Cap- 
ital Traction)   ..15.2  12.4  3.6        16.4  17.5  47.6  52.4 
•  United  R.  Rs. 


32 


It  will  be  s^ceii  from  the  foregoing  that  on 
Pnblic  Service  property,  fifty-four  per  cent,  of 
rnns  exceed  twelve  hours  in  the  total  spread, 
but  less  than  three  per  cent,  of  these  go  beyond 
fourteen  hours,  with  a  maxinium  time  of  four- 
teen and  one-half  hours. 

Another  table  which  has  been  prepared  fur- 
ther indicates  the  excellence  of  Public  Service 
conditions  and  shows  the  very  large  percentage 
of  runs  of  nine  hours  and  more  and  the  exceed- 
ingly small  number  of  hours  not  incorporated 
into  duly  assigned  runs — in  other  w^ords,  per- 
formed by  what  are  commonly  know^n  as  trip- 
pers. The  results  indicated  by  this  tabulation 
should  be  considered  in  connection  with  the 
spread  time  development.  The  compensation  to 
the  men  as  indicated  by  the  number  of  hours  of 
pay-roll  time  it  will  be  seen  is  uniformly  high, 
and  we  believe  is  in  excess  of  what  maintains 
generally  throughout  the  country.  This  is  con- 
tirmed  by  a  development  in  the  same  tabulation, 
showing  the  operation  from  a  particular  car 
bouse  of  a  large  eastern  company  now  working 
under  agreement  with  the  Amalgamated  Associa- 
tion of  Street  and  Electric  Railway  Employees. 
In  this  table  included  below  there  is  shown  the 
actual  working  hours,  the  spread  time,  the  num- 
ber of  trippers  in  proportion  to  the  runs,  the 
average  hours  of  work  of  assigned  runs  and  the 
average  spread  time  of  assigned  runs.  The 
comparison  of  these  figures  with  those  maintain- 
ing for  Public  Service  property  is  as  follows: 


....Ik 

J 


^ 


33 


AVERAGE     DISTRIBUTION     OF     TIME     TABLE     HOURS 

PUBLIC     SERVICE     RAILWAY     AS     COMPARED 

WITH   A   TYPICAL    CAR   HOUSE   OF   A 

LARGE  EASTERN  PROPERTY. 

Typical  Car 

House  Large  Public 

Eastern  Service 

Street  Railway 

Railway  System 

Average  Pay  Roll  Hours  for  Runs 8:52  10:09 

Average  Spread  for  Runs 11:19  12:08 

Total   Platform    Hours 942: 53  16,542 :  35 

"              "                "      in  Runs 806 :  03  16,241 :  47 

"  in  Trippers  .. .  136:50  300:48 
Tripper   Hours,    Percentage   of   Total 

Platform   Hours    14.7%  1.8% 


If  the  same  percentage  (14.7%)  were  applied 
to  Public  Service,  the  tripper  hours  would  be 
2431 :45  instead  of  300 :48  hours,  requiring  1,600 
additional  men. 

That  the  hours  of  laibor  obtaining  on  Public 
Service  may  be  considered  reasonaible  is  further 
evidenced  by  agreements  made  by  the  unions 
with  various  companies  throughout  the  country. 
As  an  illustration  of  this  there  may  be  pointed 
out  the  agreement  entered  into  in  1915  for  three 
years  between  the  Amalgamated  Association  of 
Street  and  Electric  Eailway  Employees  and  the 
Chicago  Surface  Lines,  which  provides  that  all 
runs  shall  be  completed  within  sixteen  consecu- 
tive hours  and  that  eighty  per  cent  of  the  runs 
shall  be  scheduled  for  completion  within  fourteen 
hours  of  time.  (See  1915  Proceedings  of  Amal- 
gamated Association,  page  7.)  This  should  be 
compared  with  the  situation  on  Public  Service 
lines,  where  but  2.6  per  cent  of  the  runs  require 
a  spread  of  more  than  fourteen  hours  with  the 
maximum  spread  time  of  fourteen  and  one-half 
hours,  and  ninety-seven  and  four-tenths  per  cent, 
of  the  runs  are  concluded  within  fourteen  hours. 


} 


mm 


iMi 


/' 


34 


We  would  also  direct  attention  to  the  fact 
that  the  Boston  Elevated  Railway  Company  op- 
crating  under  agreement  with  the  Amalgamated 
Association  of  Street  and  Electric  Railway  Em- 
ployees and  in  compliance  with  a  Nine  in  Eleven 
Hours  Law  effective  in  Massachusetts,  has  twen- 
ty-seven and  one-half  per  cent,  of  total  runs  con- 
cluding in  a  period  of  more  than  thirteen  and 
less  than  fourteen  hours,  whereas  Public  Service 
has  but  nineteen  and  two-tenths  per  cent,  in  this 
period,  with  two  and  six-tenths  per  cent,  conclud- 
ing in  the  fourteen  to  fifteen  hour  period,  making 
a  combined  percentage  of  twenty-one  and  eight- 
tenths  per  cent,  for  Public  Service  where  the 
spread  time  covers  thirteen  hours  or  more,  as 
against  the  twenty-seven  and  one-half  per  cent, 
on  the  Boston  Elevated  Lines.  In  connection  with 
these  results,  there  should  be  considered  the 
great  number  of  trippers  operated  on  the  Bos- 
ton Elevated  Lines  as  against  the  negligible 
quantity  in  New  Jersey. 

A  very  serious  result  which  would  follow  an 
arbitrary  reduction  in  the  spread  time  as  recom- 
mended in  the  petition,  is  the  increased  number 
of  employees  which  would  be  required  to  give  an 
equivalent  service,  namely  an  addition  of  thirty- 
one  per  cent.,  or  1071  men.  With  the  present 
number  of  trainmen  the  service  of  the  Company 
would  have  to  be  curtailed  to  an  extent  which, 
on  the  basis  of  the  average  haulage  throughout 
the  day,  would  mean  that  163,300  passengers 
would  be  denied  transportation  daily,  or 
59,622,000  annually. 

Another  most  unfortunate  result  would  be  the 
reduced  earnings  of  the  trainmen,  a  condition 
which  we  are  satisfied  our  employees  would  re- 
sent if  fully  informed  as  to  what  is  involved  in 
the  suggested  change. 


35 


We  have  as  an  exhibit  certain  typical  time 
tables  now  in  effect  on  this  property,  and  have 
developed  therefrom  as  is  shown  in  the  table 
herewith,  the  re-arrangement  of  runs  that  would 
be  required  if  we  attempted  to  meet  the  ten 
hours  in  eleven  suggestion  in  the  petition. 


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V. 


37 


The  general  results  shown  by  the  exhibit  here 
referred  to,  may  be  summarized  as  follows: 

Proposed 

10  Hours 

Present      In  11 

General  Average  Pay  per  Day  per  Man  @  30c      |2.87        $2.25 
«  «  «       u     u      u      «       u    35g        3  34  2.62 

"              "          "      "     "      "      "      "    40c        3.82  2.99 

No.  of  Crews  on  Fun  Runs 266  217 

Which  means  that  49  crews  or  98  men,  representing  18% 
of  the  crews  at  present  working  full  paid  runs,  would  be 
forced  on  the  extra  list,  and  have  to  work  trippers. 

No.  of  Crews  on  Trippers 27  155 

Additional   Crews   of  Trippers   Under   Pro- 
posed Plan  128 

Total  Crews  Now  Required 266  plus    27=293 

"      Required  in  10  in  11 217  plus  155=372. 

an  increase  of  79,  or  27  per  cent. 

On  the  tables  as  at  present  arranged  there 
are  266  crews  making  full  day's  pay.  Tables 
arranged  to  meet  the  ten  in  eleven  stipulation 
would  allow  but  217  crews  to  obtain  a  full  day's 
pay,  a  reduction  of  49  crews,  or  98  men,  making 
eighteen  per  cent  (18%)  of  crews  at  present  se- 
curing a  full  day's  pay,  who  would  necessarily 
have  to  return  to  the  extra  list  and  work  the 
short  trippers.  On  the  present  table,  as  above, 
there  are  but  twenty-seven  (27)  trippers  where- 
as on  the  tables  developed  in  accordance  with 
the  suggested  plan,  there  would  be  155  trippers. 
Properly  to  man  the  service  in  accordance  with 
our  present  arrangements,  293  crews  are  re- 
quired on  these  tables,  whereas  under  the  pro- 
posed scheme  372  crews  would  be  needed,  an  in- 
crease of  79  crews,  158  men,  or  27  per  cent, 
additional  trainmen. 

The  cost  to  the  Company  of  reducing  the 
spead  of  runs  as  suggested  in  the  petition  would 
be  $370,344  annually,  if  it  were  found  to  be 
practicable  to  follow  out  the  suggestion.     The 


IlWJF 


experience  of  the  Boston  Elevated  Railway  Com- 
pany will  clearly  show  that  in  street  railway 
operation  it  is  impossible  to  meet  such  an  inflex- 
ible standard  and  at  the  same  time  maintain  the 
present  earning  power  of  Public  Service  train- 
men or  provide  the  service  that  the  communities 
require.  The  comparative  results  of  the  two 
methods  of  time  table  construction  as  to  ar- 
rangement of  runs,  pay  and  spread  are  as  fol- 
lows : 

COMPARATIVE  RESULTS  OF  USING  BOSTON   METHOD 
AND  PUBLIC  SERVICE  METHOD  IN  CONSTRUCT- 
ING  A   TYPICAL  TIME   TABLE. 


Public 

Service 

Increase 

Boston 

Railway 

or 

Method 

kethod 

Decrease 

Numtier  of  Riins 91 

d2 

1  Inc. 

Number  of  Details  or  Trippers      61 

26 

35  Dec. 

If  mailer  of  Crews  Needed. 133 

118 

30  Men  Dec. 

Avemce  Pay  (in  Hours) .8:52         9:18        26  Min.  Inc. 

Average  Spread   (in  Hours).  ..11:17        10:67        20   "     Dec. 
IfJDdiiivii   Spread   (in   Hours).  14: 02        13:02         IHr.Dec. 
Note:    Boston  Method  is  to  bring  70%  of  runs  into  nine 
hours  in  eleven  and  the  balance,  or  30%,  into  nine  hours  in 
fourteen. 

Public  Service  method  is  without  any  fixed  percentages 
and  follows  the  general  plan  of  furnishing  as  many  full  paid 
(over  8  hrs.)  runs  as  possible,  with  a  minimum  of  trippers 
Citotails),  at  the  same  time  keeping  the  maximum  spread 
within  a  reasonable  limit. 

We    respectfully    submit   to    your    Honorable 

Mmxd: 

That  the  sprer^d  time  of  the  runs  of  trainmen 
in  electric  railway  operation  is  controlled  by  cer- 
tain peculiarities  of  the  business  which  cannot  be 
avoided ; 

That  the  spread  time  of  runs  on  Public  Ser- 
vice Eailway  lines  is  reasonable  and  compares 
most  favorably  with  that  on  other  electric  rail- 
ways throughout  the  country; 


%    i 


'■•■  ♦ 


< 


3d 


That  the  runs  on  Public  Service  Railway  are 
so  arranged  as  to  give  the  men  reasonable  work- 
ing periods  and  satisfactory  compensation; 

That  any  arbitrary  reduction  in  the  **  outside 
time''  of  runs  would  necessitate  large  additions 
to  the  present  working  force,  or  would  involve 
a  drastic  curtailment  of  present  service,  with 
consequent  inconvenience  to  the  traveling  public. 

This  is  contrary  to  the  principle  of  maximum 
production  established  by  this  Board. 

REST  PERIODS. 

Every  care  is  exercised  to  allow  men  rest  time 
of  sufficient  duration.  To  indicate  the  actual 
conditions,  there  is  submitted  a  table  showing 
the  rest  periods  intervening  for  the  men  on  the 
extra  list  at  three  typical  car  houses.  These 
cover  a  period  of  seven  days,  June  10th  to  16th 
inclusive,  and  are  thoroughly  indicative  of  pre- 
vailing practice. 

TABLE  SHOWING  AVERAGE  REST  PERIODS  AT  THREE 

TYPICAL  CAR  HOUSES.     PUBUC  SERVICE 

RAILWAY  COMPANY. 

Rest  Periods  of  over  15  hours 21 

"    14  to  15  hours 9 


fi 


M 


M 


U 


U 


13 

14 

12 

13 

11 

12 

10 

11 

9 

10 

8 

9 

«« 


(( 


Under  8  hours. 


21  or 

7.5% 

9 

3.2 

20 

7.1 

41 

14.6 

73 

26.0 

42 

14.9 

18 

6.4 

4 

1.4 

53 

18.9 

Total 100.0 

Those  cases  where  the  rest  period  was  below  eight  hours 
are  accounted  for  by  the  fact  that  necessity  arose  to  provide 
extra  service  on  account  of  parks  and  special  events,  but 
this  work  was  in  all  cases  performed  voluntarily  by  the  men. 

The  rules  of  the  Company  provide  that  wher- 
ever practicable  a  man  must  be  allowed  a  rea- 
sonable length  of  time  between  the  conclusion 
of  a  day's  work  and  reporting  for  roll  call.  An 
extra  man  who  completes  his  day  after  10:00  P. 
M.  is  not  required  to  report  for  roll  call  until 
10:00  A.  M.  on  the  following  day. 


/ 


40 


41 


On  days  of  extremely  heavy  demand  requiring 
late  night  service,  it  is  not  at  all  times  practic- 
able to  observe  a  12-hoiir  rest  period  and  prop- 
erly serve  the  public.  Unfailing  adherence  to 
this  rnle  woxJd  necessitate  largely  augmented 
extra  lists  with  consequent  additional  burdens 
on  the  public  by  the  reduction  of  maximum  pro- 
duction and  the  curtailment  of  service. 

ALLOWANCE   FOR  TOiE  NOT   ACTUALLY   SPENT   ON 

The  practice  of  allowing  for  the  difference  be- 
tween  ten  hours  and  the  time  actually  made  by 
the  trainmen  when  it  reaches  a  period  over  nine 
hours  and  less  than  ten  hours,  or  of  allowing 
time  sufficient  to  bring  the  payroll  time  to  nine 
hours  where  the  run  ends  in  a  period  between 
eight  and  nine  hours,  is  not  general.  It  is  true 
that  in  some  instances  companies  allow  to  the 
next  following  fifteen  minute  period.  We  have 
no  knowledge,  however,  of  an  allowance  which 
might  amount  to  59  minutes  per  man ;  that  is,  a 
run  ending  in  nine  hours  and  one  minute,  if  the 
practice  suggested  were  followed,  would  require 
the  payment  of  ten  hours,  or  an  allowed  time  of 
fifty-nine  minutes.  The  adoption  of  this  prac- 
tice would  burden  the  Company  with  a  double 
time  payment,  that  is  to  say,  a  pajmfient  of  al- 
lowed time  and  the  payment  to  a  trainman  who 
actually  performed  work  to  complete  the  sched- 
uled service  up  to  the  next  hour. 

This  matter  cannot  be  considered  independ- 
ently of  other  operating  conditions  and  changes 
suggested  by  the  trainmen.  Its  results  must  be 
viewed  in  connection  with  the  reduction  of 
spread  time  which  if  met,  would  reduce  the 
larger  percentage  of  runs  below  ten  hours.  Un- 
der such  circumstances  and  in  order  to  avoid 


i 


*■  "  "p* 


< 


the  payment  of  a  heavy  overtime  charge  for  all 
work  in  excess  of  ten  hours,  as  has  been  sug- 
gested, the  time  tables  would  necessarily  have  to 
be  so  constructed  as  to  curtail  the  number  of 
trips  per  run  to  bring  the  working  time  below 
the  ten  or  nine-hour  period.  The  result  would 
be  that  the  Company  would  either  have  to  pay 
the  time  allowance  to  reach  the  nine  or  ten-hour 
working  period,  or  pay  the  overtime  rate.  Such 
a  plan  practically  provides  a  bonus  and  would 
burden  the  Company  with  a  large  added  oper- 
ating cost,  without  any  compensating  advantage 
to  the  public. 

PAYMENT  FOR  WAITING  TIME. 
GUARANTEED  TIME. 

The  questions  of  payment  for  waiting  time 
and  the  guarantee-  of  a  fixed  sum  of  money  per 
week  are  closely  related  subjects.  Neither  of 
these  plans  may  be  considered  as  conmion  prac- 
tice although  this  Company  has  for  years  main- 
tained a  minimum  rate  of  pay  for  trainmen.  The 
exigencies  of  street  railway  operation  make  it 
impracticable  at  all  times  to  assign  work  to  extra 
men  in  advance,  it  being  the  extra  men,  generally 
speaking,  who  are  affected  by  the  two  matters  at 
issue. 

Sudden  disability  of  regular  men,  accidents  or 
failure  to  report  without  advance  notice,  make 
it  imperative,  in  order  that  service  may  be 
maintained,  to  have  extra  men  available.  If 
such  a  system  were  not  maintained,  the  public 
convenience  would  be  seriously  disturbed  and  it 
would  be  quite  impossible  to  observe  regularity 
of  headways.  This  Company,  as  stated  before, 
attempts  to  minimize  the  amount  of  waiting 
time,  and  the  following,  giving  the  performance 
from  June  10  to  16  at  three  typical  ear  houses 


I Ill 


J.9 


indicates  how  negligible  a  quantity  this  question 
is  at  this  time. 

Out  of  281  cases,  31  show  sign-iips  where  men 
had  to  wait  before  being  assigned  to  duty.  The 
total  "waiting  time''  for  these  31  men  .amounts 
to  47  hours  and  22  minutes,  or  an  average  of 
one  hour  and  32  minutes  for  each  of  the  31  men. 
The  average  is  that  one  day  in  nine  an  extra 
man  is  signed  up  for  roll-call.  On  such  occa- 
sions he  waits  an  average  of  1  hour  and  32  min- 
utes before  being  assigned  to  work. 

At  all  times  a  certain  percentage  of  men  fall 
to  report  for  duty  without  previous  notice,  or 
with  notice  arriving  but  a  short  time  before  a 
run  is  scheduled  to  start.  In  stormy  weather, 
or  on  days  following  holidays,  this  condition  is 
more  pronounced  and  thus  it  will  be  seen  if 
the  practice  of  having  a  number  of  extra  men 
available  were  discontinued,  that  at  times  when 
the  public  most  needed  service — that  is  during 
the  peak,  during  heavy  rains  or  snow  storms, 
or  in  periods  of  intense  cold — operation  would 
be  most  seriously  handicapped,  the  public  great- 
ly inconvenienced  and  the  work  of  manufactur. 
ing  and  industrial  enterprises  generally  inter- 
fered with,  and  their  output  correspondingly  re- 
stricted. 

In  emergency  cases  where  men  are  called  for 
work  on  snow  sweepers,  etc.,  they  are  paid  for 
the  time  they  are  on  call;  but  to  apply  such  a 
plan  as  ordinary  practice  would  be  unjustified, 
would  prove  an  added  burden  to  the  Company, 
which  it  would  not  be  justified  in  assuming,  and 
would  lead  to  abuses  which  would  not  alone 
prove  financially  costly,  but  would  also  seriously 
interfere  with  the  operation  of  the  property. 
Men  are  penalized  for  failure  to  report  for  work 


/ 


/ 


k    -^ 


V 


43 


by  being  placed  on  the  extra  list  as  indicated  in 
the  following  rule: 

"When  a  trainman  misses  a  run  or  falls  to  report  at  time 
set,  he  shall  lose  that  day,  serving  as  last  extra  man,  reporting 
at  all  roll  calls.  When  he  misses  after  doing  a  part  of  a 
day's  work,  he  shall  lose  the  balance  of  that  day  and  the  next 
day,  serving  at  the  foot  of  the  extra  list,  reporting  at  all 
roll  calls.  When  he  misses  the  second  time  within  twelve 
months,  trainman  will  serve  three  days  at  the  foot  of  the 
extra  list,  reporting  at  all  roll  calls.  Trainman  missing  the 
third  time  within  twelve  months  will  serve  seven  days  at 
the  foot  of  the  extra  list,  and  if  the  third  miss  is  made 
within  the  first  six  months,  trainman  will  be  sent  to  the 
Division  Superintendent  to  whom  a  satisfactory  explanation 
must  be  made.  Trainman  missing  four  times  within  twelve 
months,  if  retained  in  the  service,  will  be  liable  to  assign- 
ment on  the  extra  list  for  a  period  of  thirty  days.  Extra 
trainmen  missing  at  reporting  time  or  roll  call  will  be  governed 
according  to  this  rule." 

A  regular  man  under  the  suggested  provision 
could  fail  to  show  up  at  his  regular  time,  when 
he  did  appear  be  held  available  for  duty  (as  a 
penalty)  and  still  receive  his  regular  rate  of 
pay  for  the  hours  so  held.  In  the  case  of  an  extra 
man,  the  conditions  would  be  even  worse  as  he 
would  practically  have  it  in  his  power  to  report 
when  he  pleased  and  still  be  assured  of  practic- 
ally full  pay  as  compensation  for  waiting  time. 
Of  course,  it  may  be  said  that  in  practice  these 
conditions  might  be  overcome;  but  it  would  be 
found  that  a  rule  of  this  sort,  aside  from  its 
injustice  from  the  standpoint  of  the  Company 
and  the  public  as  well,  is  bound  to  be  a  source 
of  constant  friction  and  dissatisfaction. 

The  result  of  the  adoption  of  such  a  plan 
would  be  a  reduction  in  the  extra  list  carried 
by  the  Company.  It  is  common  practice  for 
street  railways  wherever  possible  to  carry  an 
extra  list  of  from  ten  to  twenty  per  cent,  to  pro- 
vide for  turnovers,  emergencies,  unusual  de- 
mands for  service,  etc.  One  of  the  principal  ob- 
jects of  this  is  to  provide  the  opportunity  for 


M 


40 


regular  men  to  lay  off  for  rest  and  recreation. 
To  penalize  the  Company  by  requiring  double 
payment  to  extra  men  as  the  new  scheme  would 
require,  would,  as  stated  above,  undoubtedly 
mean  a  reduction  in  the  percentage  of  extras 
and  a  corresponding  elimination  of  lay-off 
periods  for  the  regular  men.  The  extra  list  is 
furthermore  the  only  medium  by  which  the  reg- 
ular organization  is  maintained  and  it  is  there- 
fore all-important  in  order  that  continuous  ser- 
vice may  be  provided. 

Prmctically,  tile  opportunities  fmr  work  are  now 
ao  great  that  the  amount  of  time  required  to  be 
spent  at  roll  calls  is  a  negligible  factor. 

The  weekly  guarantee  now  being  paid  is  $17.50. 
To  increase  this  to  $20.00  a  week  would  be 
equivalent  to  paying  the  men  at  a  forty-cent 
rate  fifty  hours  a  week  or  of  7.1  hours  per  day 
on  a  seven-day  basis  and  at  the  thirty-five-cent 
rate,  fifty-seven  hours  a  week,  or  eight  hours 
per  day. 

In  this  connection,  attention  is  directed  to  the 
plan  obtaining  on  the  lines  of  the  Boston  Ele- 
vated Railway  Company  operating  under  agree- 
ment with  the  Amalgamated  Association  of 
Street  and  Electric  Railway  Employees  whereby 
a  minimum  of  six  and  one-half  (614)  hours  per 
day  is  guaranteed  the  trainmen.  This  amount 
of  time  at  the  maximum  rate  of  36.75  cents  per 
hour  which  prevails  on  that  property,  amounts 
to  $16.72  for  a  week  of  seven  days  as  against 
the  $17.50  minimum  guaranteed  to  Public  Ser- 
vice employees.  At  the  minimum  rate  prevail- 
ing on  the  Boston  Elevated  lines,  31.5  cents,  the 
guaranteed  time  per  week  of  seven  days  amounts 
to  only  $14.33. 


i 


The  Company  respectfully  submits  that: 

(a)  Pay  for  waiting  time  for  extra  men 
is  already  covered  in  the  amount  of  guar- 
antee paid  them  of  $17.50  per  week  which 
assures  each  man  adequate  recompense  -for 
any  time  that  may  be  spent  at  roll  calls  when 
work  is  not  provided; 

(b)  The  institution  of  an  additional 
amount  for  waiting  time  would  permit  of 
abuses  and  would  be  a  constant  source  of 
friction  and  dissatisfaction; 

(c)  It  would  bring  about  double  pay- 
ment to  the  men  in  many  cases  and  would 
make  it  necessary  in  the  case  of  the  extra 
list,  to  reduce  the  number  of  men  carried 
as  extras  with  the  result  that  regular  men 
would  not  be  given  opportunity  now  af- 
forded for  days  off  duty.  This  would  also 
tend  to  interfere  with  the  proper  mainte- 
nance of  our  working  force,  because  it  would 
reduce  the  number  of  men  available  to  be 
pressed  into  service  as  regular  men  in  the 
place  of  trainmen  resigning  or  discharged; 

(d)  The  amount  of  waiting  time  is  really 
negligible  under  present  conditions ; 

(e)  The  present  weekly  guarantee  is  ade- 
quate for  the  service  rendered  and  assures 
the  trainmen  a  better  minimum  wage  than 
obtains  on  other  comparable  street  rail- 
way systems,  even  those  operating  under 
agreements  with  the  Union. 

THE    QUESTION    OF    WHAT    SHALL    BE    CONSIDERED 
OVERTIME  AND  THE  RATE  OF  PAY  THEREFOR. 

Overtime  as  now  defined  on  this  property  is  the 
period  during  which  a  trainman  works  on  the 
platform  after  he  has  concluded  his  scheduled 
run.    It  is  work  which  he  is  not  compelled  to  do, 


■■\ 


/ 


it  being  entirely  optional  with  each  man  whether 
or  not  he  shall  undertake  such  work. 

The  prevailing  overtime  rate  is  an  allowance 
of  five  cents  per  hour  above  a  man's  regular  rate. 
Most  of  the  overtime  is  put  in  by  men  having  as- 
signed runs  (regular  men)  and  these  men  are 
with  few  exceptions  receiving  either  the  forty 
cent  or  the  thirty-five-cent  rate  per  hour,  and 
therefore  receiving  respectively  forty-five  and 
forty  cents  per  hour  as  an  overtime  rate. 

A  minimum  of  overtime  is  required  on  this 
property,  for  instance  in  the  year  1917  it 
amounted  to  only  64,097  man  hour^,  at  a  cost  of 
$24,537.00,  out  of  a  total  approximating  12,000,- 
000  man  hours,  involving  an  expenditure  of 
$3,550,000. 

The  suggestion  that  overtime  **be  all  work 
performed  or  waiting  under  orders  to  work  in 
excess  of  ten  hours"  is  impracticable  and  dis- 
criminatorv.  As  stated  before,  the  spread  of 
the  peak  and  the  length  of  trip  time  are  con- 
trolling  factors  in  the  arrangement  of  runs.  It 
may  well  be  that  a  round  trip  will  require  two 
and  one-half  hours'  time.  Four  trips  would, 
therefore,  be  made  within  ten  hours  but  to  this 
would  have  to  be  added  the  run-on  and  run-off 
time  and  whatever  interruptions  are  met  with 
which  delay  the  quitting  time  of  the  men;  there 
is  also  involved  in  this  the  question  of  relief  time 
for  meals;  and  whether  the  trip  time  plus  run- 
on,  run-off  and  relief  time,  is  actually  divisible 
into  ten  hours  nmst  necessarily  be  considered. 
Tie  trip  time  may  be  of  comparatively  short 
duration  and  would  work  readily  into  ten  and 
one-half  hours,  for  instance,  for  which  the  half 
hour  would,  under  the  suggestion  referred  to,  be 
paid   for  at  the  overtime   rate.     The  tendency 


-i 


y 


47 


would  then  be  to  reduce  the  number  of  trips 
which  would,  of  course,  reduce  the  man's  earn- 
ings per  day  and  we  believe  prove  unsatisfactory 
to  the  employees.  On  the  other  hand,  if  the 
overtime  rate  were  applied  to  the  time  be- 
yond ten  hours,  the  Company  would  be  in  the 
position  of  paying  an  overtime  rate  for  a  sec- 
tion of  one  run  whereas  time  on  a  similar  run 
which  happened  to  overlap  this  but  which  might 
be  concluded  within  the  ten-hour  period,  would 
be  paid  for  at  the  regular  rate  and  thus  discrim- 
ination would  develop  in  rate  of  pay. 

The  Company  respectfully  submits  that  the 
overtime  pay  now  allowed  is  reasonable  and 
should  remain  as  it  is. 

The  working  conditions  prevailing  on  this 
property  have  not  been  changed  since  the  begin- 
ning of  the  war.  Certainly  this  is  no  time  to  alter 
conditions  that  were  found  satisfactory  before  the 
war.  The  changes  now  suggested  would  result 
in  reducing  production  and  artificially  increase  the 
cost  of  service  contrary  to  the  policies  and  prin- 
ciples of  this  Board  and  the  best  mterests  of  the 
country. 

None  of  these  suggested  changes  in  working 
conditions  were  contained  in  the  demands  of  the 
men  presented  to  the  Company  in  June.  They 
appear  in  the  petition  to  this  Board  for  the  first 
time. 


4    V 


g[PUP 


VIII. 

THE  WAGES  NOW  IN  FORCE  ON  THIS  PROP- 
ERTY WHICH  WERE  ACCEPTED  BY  THE 
REPRESENTATIVES  OF  THE  MEN 
CONSTITUTE  AN  ADEQUATE 
LIVING  WAGE. 

CUSTOM  OF  LOCALITIES. 

"Ill  fixing  wages,  hours,  and  conditions  of  la- 
bor, regard  should  always  be  had  to  the  labor 
standards,  wage  scales,  and  other  conditions 
prevailing  in  the  localities  affected." 

THE  LIVING  WAGE. 

*n.  The  right  of  all  workers,  including 
common  laborers,  to  a  living  wage  is  here- 
by declared. 

2.  In  fixing  wages,  minimum  rates  of 
pay  shall  be  established  which  will  insure 
the  subsistence  of  the  worker  and  his  fam- 
ily in  health  and  reasonable  comfort." 

The  Company  accepts  this  statement  of  prin- 
ciples as  a  proper  guide  in  wage  adjustments. 
It  insists  that  judged  by  these  standards  pre- 
vailing rates  for  trainmen  employed  by  the 
Company  are  adequate  and  reasonable.  In  es- 
tablishing this  conclusion,  the  Company  would 
submit  considerations  as  developed  under  the 
following  heads: 

INCREASED   COST   OF   LIVING   COMPARED    WITH   IN- 

CREASE  IN  WAGE  RATES  ON  PUBUC 

SERVICE  RAILWAY. 

It  is  possible  only  roughly  to  estimate  the  rate 
of  increase  in  living  costs  between  1914-1915 
and  the  present  time.  It  has  not  been  practic- 
able to  prosecute  any  independent  local  studies 
for  the  purpose  of  arriving  at  a  figure  which 


^ 


would  reflect  the  local  increase.  However,  sev- 
eral inquiries  have  been  worked  out  under  gov- 
ernmental auspices,  the  conclusions  of  which 
doubtless  approximate  the  truth.  The  studies 
made  by  the  Federal  Bureau  of  Labor  Statistics 
of  the  cost  of  living  in  the  New  York  and  Phil- 
adelphia shipyard  districts,  as  well  as  the  invest- 
igations made  by  the  Railroad  Wage  Commis- 
sion, indicate  an  increase  in  living  costs  be- 
tween 1914-1915  and  the  present  time  of  ap- 
proximately 40%  to  457«.  The  increase  in  rates 
of  pay  of  Public  Service  Railway  trainmen  be- 
tween these  dates  has  approximated  this  figure, 
as  is  shown  by  the  following  tabulation: 

PUBLIC   SERVICE   RAILWAY   COMPANY 


SCALE  OF  WAGES  FOR  TRAINMEN. 

S2 

o 

5        -      -§5    ^2     !«    d? 

First  Year  ~  "  ' 

Ist  6   months 23c  25c  28c  30c        30c*  30.43 

2d    6  months 24c  25c  28c  30€        35c  45.83 

Second    Year    25c  27c  29c  31c        35c  4o!oO 

Third  Year  26c  28c  30c  32c        35c  34.62 

Fourth  Year 26c  28c  30c  32c        35c  34.62 

Fifth  Year 27c  29c  31c  33c        35c  29.63 

Sixth  Year 27c  29c  31c  33c        40c  48.15 

Seventh  Year 28c  30c  32c  34c        40c  42.86 

Eighth  Year   28c  30c  32c  34c        40c  42.86 

Ninth  Year  29c  31c  33c  35c        40c  37.93 

Tenth  Year  29c  31c  33c  35c        40c  37.93 

After  Ten  Years...  30c  32c  34c  36c        40c  33.33 

♦This  rate  applies  only  during  probationary  period. 

The  rates  in  effect  on  Public  Service  lines 
prior  to  the  first  of  June  were  twenty-eight  to 
thirty-four  cents,  the  maximum  being  reached  at 
the  conclusion  of  the  tenth  year  of  service.  Ef- 
fective  June   6th   last,   a   new   schedule,  thirty 


V 


ii»iiiiiii|i!|iiiiiil^^ 


iggillifc 


( 


cents,  thirty-five  cents  and  forty  cents  became 
effective.  In  the  interpretation  of  these  statis- 
tical data,  it  should  be  borne  in  mind  that  the 
service  group  of  men  receiving  the  thirty- 
cent  rate  of  pay  are  merely  probationers.  The 
thirty-cent  rate  applies  for  but  six  months.  The 
thirty-five-cent  rate  succeeds  this  probationary 
rate,  and  the  forty-cent  rate  is  reached  at  the 
end  of  the  fifth  year.  It  will  be  seen  from  this 
that  not  only  have  wages  been  substantially  in- 
creased,  but  the  scale  in  period  of  years  of  ser- 
vice has  been  cut  in  half. 

The  reasons  for  the  maintenance  of  the  pro- 
bationary wage  rate  appear  in  a  consideration 
of  the  conditions  peculiar  to  street  railway  em- 
ployment. 

In  the  first  place,  the  more  experienced  em- 
ployee is  in  general  an  older  man  and  usually 
married.  He  is,  therefore,  more  reliable,  re- 
porting for  work  more  generally  on  time,  and  is 
more  dependable  in  answering  calls  in  emerg- 
encies. In  addition,  because  of  the  responsibili- 
ties which  marriage  entails,  the  older  man  who 
is  married,  in  order  to  maintain  his  standard  of 
living,  is  inclined  to  work  more  steadily.  This 
is  very  strikingly  shown  in  figures  which  have 
been  compiled  showing  the  number  of  days 
worked  by  various  classes  of  trainmen  on  Pub- 
lic Service  lines  in  a  typical  month,  which  is 
included  below: 


51 


TABLE  SHOWING  THE  NUMBER  OF  DAYS  WQRKED  IN 

A  TYPICAL   MONTH   BY   VARIOUS   CLASSES 

OF  TRAINMEN  OF  PUBLIC  SERVICE 

RAILWAY  COMPANY. 


Period  of  Service     6 

O  -, 

Ho 

1-3   Months 541 

3-6        "       398 

6-12      "       391 

1-5  Years 1202 

5  Years  and  Over. .  1813 


OD 

08 
d       Q 

6P  d 


to  o 

d  (M  >. 
6P  a 


322 
165 
165 

185 
296 


219 

233 

236 

1017 

1517 


_«©  p 
■gboO 

°  o  b 


40% 
58% 
60% 
83% 
84% 


The  same  results  are  indicated  graphically  on 
the  following  chart: 


/ 

iiii,,, 


>- 


V 


< 


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(e'-«*/fi*^^'t^j*fwB^^/M"- 


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52 


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53 


In  tlio  class  of  older,  inarriod  om])loyoos 
sol)riety  ineroasos;  earo  in  ol)sorvaneo  of  nilos 
is  moro  pi'ononiicod,  as  is  noted  l)y  the  substan- 
tial reduction  in  violations  of  niles  amon,2:  the 
older  employees  especially  where  these  are  a])t 
to  intei'fere  with  the  perinanc^ncy  of  em])l()ynient 
or  the  maintenance  of  (varnin":  powei*.  Analysis 
of  the  accident  records  of  new  and  old  men  in- 
dicates the  impoi'tance  of  maintaining  the  per- 
S(ninel  of  the  organization  as  constant  as  ])()s- 
si])le,  as  it  is  obvious  that  as  the  tnrnovei'  min- 
imizes, the  safety  of  tlie  iniblic  is  conserved  and 
cons('(picntly  Uw  loss  to  the  Company  on  acconni 
of  accidents  is  coi'res])ondinoly  i-culuced. 

Pi'odcieiU'V   is  necessarv  in  trainmen   in  man\ 
•  •  • 

ways  and  mak(\^  the  old  employee  of  nmch 
greater  value  than  the  new,  inexperi(^nced  man. 
This  is  particulai'ly  true  in  the  lessening  -of  acci- 
dcMits  shown  in  the  curves  followinu*: 


V 


INTENTIONAL  SECOND  EXPOSURE 


M^r 


53 


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In  the  class  of  older,  married  employees 
sobriety  increases;  care  in  observance  of  rules 
is  more  pronounced,  as  is  noted  by  the  substan- 
tial reduction  in  violations  of  rules  among  the 
older  employees  especially  where  these  are  apt 
to  interfere  witli  the  permanency  of  em])loyment 
or  the  maintenance  of  earning  power.  Analysis 
of  the  accident  records  of  new  and  old  men  in- 
dicates the  importance  of  maintaining  the  per- 
sonnel of  the  organization  as  constant  as  pos- 
sible, as  it  is  obvious  that  as  the  turnover  min- 
imizes, the  safety  of  the  public  is  conserved  and 
consequently  the  loss  to  the  Company  on  account 
of  accid(Mits  is  c()rres})ondiiigly  i-educed. 

Proficiency  is  necessary  in  traimnen  in  many 
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greater  value  tlian  the  new,  in(»xperienced  man. 
This  is  particularly  true  in  the  lessening  of  acci- 
dents shown  in  the  curves  following: 


54 


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57 


It  will  be  noted  from  an  analysis  of  the 
above  charts  that  the  accidents  decrease  as  the 
length  of  service  increases.  The  data  compiled 
for  the  year  1911  show  that  trainmen  in  the  first 
year  of  service,  making  up  only  34.5  per  centa  of 
the  total  working  force  on  the  platforms,  were 
responsible  for  61a0  per  cent,  of  total  accidents 
for  the  year,  while  the  men  in  service  over  five 
years — 31.0  per  cent,  of  the  total  force — ^were 
responsible  for  only  12.0  per  cent,  of  the  total 
accidents.  The  per  cent,  of  trainmen  in  the 
various  classes  and  the  percentage  of  accidents 
chargeable  to  each  class  are  shown  in  the  fol- 
lowing : 


DATA  FOR  THE   YEAR   1911. 

Per  Cent.  Trainmen.        Per  Cent.  Accidents. 

Ist  Year   34.5  61a 

1  to  5  Years 34.5  27. 

Over  5  Years 31.0  12. 


100.0  100. 

DATA  FOR  FIVE  MONTHS,  1916. 

1st  Year 33.4  42. 

1  to  5  Years 27.6  25. 

Over  5  Years 39.0  33. 


100.0 


100a 


DATA  FOR  PERIOD,  DECEMBER,  1917— FEBRUARY,  1918. 

Conductors:  ^ 

Ist  Year 40.5  56a 

1  to  5  Years 24.5  21a 

Over  5  Years 35.0  23. 

100.0  100. 

Motormen: 

1st  Year 29.0  32. 

1  to  5  Years 51.0  48. 

Over  5  Years 20a0  20. 


lOOaO 


100. 


i  INTENTIONAL  SECOND  EXPOSURE 


■  « 


56 


r 


\ 


y 


y 


57 

It  will  be  noted  from  an  analysis  of  the 
above  charts  that  the  accidents  decrease  as  the 
length  of  service  increases.  The  data  compiled 
for  the  year  1911  show  that  trainmen  in  the  first 
year  of  service,  making  up  only  34.5  per  cent,  of 
the  total  working  force  on  the  platforms,  were 
responsible  for  61.0  per  cent,  of  total  accidents 
for  the  year,  while  the  men  in  service  over  five 
years — 31.0  per  cent,  of  the  total  force — ^were 
responsible  for  only  12.0  per  cent,  of  the  total 
accidents.  The  per  cent,  of  trainmen  in  the 
various  classes  and  the  percentage  of  accidents 
chargeable  to  each  class  are  shown  in  the  fol- 
lowing : 

DATA  FOR  THE   YEAR   1911. 

Per  Cent.  Trainmen.        Per  Cent.  Accidents. 

1st  Year  34.5  61. 

1  to  5  Years 34.5  27. 

Over  5  Years 31.0  12. 

100.0  100. 

DATA  FOR  FIVE  MONTHS.  1916. 

ISC  I  ear  ..............        oo.4  42. 

1  to  5  Years 27.6  25. 

Over  5  Years 39.0  33. 

100.0  100. 

DATA  FOR  PERIOD,  DECEMBER,  1917— FEBRUARY,  1918. 
Conductors: 

IP 

1st  Year 40.5  56. 

1  to  5  Years 24.5  21. 

Over  5  Years 35.0  23. 

100.0  100. 

Motormen: 

1st  Year 29.0  32. 

1  to  5  Years 51.0  48. 

Over  5  Years 20.0  20. 

100.0  100. 


88 


The  accidents  for  which  the  newer  employees 
are  responsible  are  of  such  a  character  as  to 
■Hike  them  the  more  costly.  That  this  is  the 
case  is  demonstrated  by  data  showing  the  money 
cost  of  all  accidents  involving  over  $100 
in  1911  as  divided  between  the  trainmen  of 
various  years  of  service.  This  proved  that  in  1911, 
the  first-year  men  (representing  34.5  per  cent, 
of  the  total  trainmen)  were  responsible  for  ac- 
cidents costing  $119,107.50,  while  the  two  to  five- 
year  men  caused  an  accident  expenditure 
(cases  over  $100)  of  only  $53,116.31,  while 
among  the  men  over  five  years  in  service,  the 
accident  cost  was  reduced  to  $22,046.75.  In 
percentages,  this  is  shown  below: 

DATA  FOR  THE  YEAR  1911. 

Money  Cost  of 
Per  Cent.    Accidents  Costing    Per  Cent,  of 
Trainmen.  Over  |100.  Total  Cost. 

1st  Year MM  |119,107.50  C1.3 

1-E  Years 34.6  53.116.31  27.8 

Over  6  Years 31.0  22,046.75  11.4 

imM  1194.265.56  100.0 

In  a  word,  the  probationary  rate  of  30c  an 
W  is  explained  and  justified  by  conditions 
peculiar  to  street  railway  employment. 

As  indicated  at  the  beginning  of  this  sec- 
tion, the  increase  in  Public  Service  Railway 
wage  rates  has  approximated  advances  in  the 
cost  of  living.  Bnt  even  if  this  were  not  so,  the 
method  of  arriving  at  a  satisfactory  scale  of 
wages  for  July,  1918,  by  starting  with  1914  or 
1915  wage  rates  and  adding  an  arbitrary  per- 
centage of  increase  to  cover  increased  living 
costs  would  be  little  more  than  a  leap  in  the 
dark.  The  wage  rates  in  1914  or  1915  may 
well  have  been  either  too  low  or  too  high.  A 
much  more  defensible  method  would  be  first  to 


I 


< 


1#      I 


< 


^ 


59 


determine  the  present  aggregate  money  cost  of 
all  of  those  items  which  should  be  included  in 
the  budget  of  a  normal  family,  and  then  to 
arrive  at  such  wage  rates  as  will  yield  this 
sum.  The  experts  employed  by  your  Honor- 
able Board  will  doubtless  formulate  a  satis- 
factory standard  of  this  description.  We  be- 
lieve that  such  a  standard  shotild  be  put  into 
effect,  due  allowance  being  made  for  peculiar 
modifying  factors  which  appear  in  street  rail- 
way employment,  at  least  in  Public  Service 
Eailway,  in  the  State  of  New  Jersey.  These 
considerations    are    advanced   hereinafter. 

Direct  confirmation  of  the  fact  that  the 
wages  paid  trainmen  by  Public  Service  Eailway 
Company  were  adequate,  at  least  until  1916,  is 
furnished  by  the  sworn  testimony  of  motormen 
and  conductors  before  the  Board  of  Public  Util- 
ity Commissioners  of  the  State  of  New  Jersey, 
**In  Re  Rates  of  Fare — Public  Service  Rail- 
way Company. '*  This  testimony  was  presented 
on  March  26th,  1918. 

Charles  E.  Stephenson,  a  motorman  on  the 
Haddonfield  Line,  operating  in  the  Camden  or 
Southern  Division,  owning  his  own  home  sub- 
ject to  a  mortgage,  and  having  a  family  con- 
sisting of  a  wife  and  two  children,  testified  as 
follows  (page  267  of  the  Record) : 

"Q.  What  has  been  your  experience  with  the  cost  of  living 
and  your  ability  to  pay  your  bills  at  the  present  time,  as 
compared  with,  say,  1916;  a  year  ago?  A.  Well,  it  has  been 
all  I  could  do  to  pay  the  last  year,  since  1917,  the  high  cost 
of  living." 

Frank  J.  Wilson,  with  a  family  consisting  of 
a  wife  and  one  child,  renting  his  house  in  West 
Hoboken,  working  as  a  conductor  on  the  Union 
Hill  Line  of  the  Public  Service  Railway  in  Ho- 


60 


boken,   testified   as   follows    (page   275   of  the 

■■Bd50rQ,y  * 

"Q.  WWle  you  have  been  on  the  property  you  have  been 
■ile  to  save  some  little  money,  have  you?  A.  Not  fQT  the 
last  year. 

Q.  Not  for  the  last  year,  but  prior  to  that,  did  you? 
A.    We  were  able  to  put  a  few  cents  away  before  that." 

Herbert  Willis,  a  married  man  with  no  chil- 
dren, owning  his  own  home  in  Haledon,  Pas- 
saic County,  New  Jersey,  working  as  a  motor- 
man  on  the  Hudson  Biver  line  between  Pater- 
son  and  Edgewater,  swore  that  his  wages  up 
until  1916  had  been  sufficient  to  enable  him  to 
pay  his  ordinary  living  expenses  and  to  save 
money.  His  testimony  on  this  point  was  as  fol- 
lows:    (Page  280  of  the  Record.) 

Q.    Up  until  now  you  have  been  able  to  save  a  little 
ey  to  pay  off  on  your  property?    A.    Up  until  last  year." 

It  should  be  emphasized  that  since  this  testi- 
mony was  given,  material  increases  in  wage 
rates  have  been  made;  instead  of  a  maximum 
rate  of  34c  an  hour,  which  then  prevailed,  the 
rate  is  at  present  40c  an  hour;  the  minimum 
rate  at  that  time  was  28c  an  hour,  while  at  the 
present  time  it  is  35c  an  hour  (except  for  the 
probatimiiiry  period).  The  men  whose  testi- 
mony is  quoted  above  have  had  an  increase  of 
25%  in  their  rate  of  wages  since  they  appeared 
before  the  New  Jersey  Board  of  Public  Utility 
Commissioners,  in  March  last. 


•  f 


V 


>- 


> 


61 


COMPARISON     OF     TRAINMEN'S    WAGES    ON    PUBLIC 

SERVICE  RAILWAY  AND  OTHER  STREET 

RAILWAY  PROPERTIES. 

A  flat  rate  of  forty-five  cents  an  hour  de- 
manded by  the  petitioners  is  far  in  excess  oF  the 
rates  paid  on  other  lines  in  the  eastern  section 
of  the  country  and  the  present  maximum  wage 
scale  of  Public  Service  Railway,  forty  cents  per 
hour,  may  likewise  be  said  to  be  liigher  than 
the  rates  paid  on  eastern  street  railways,  with 
few  exceptions.  Attention  is  directed  to  the 
folk)Aving  list  of  companies  from  a  compliation 
of  more  than  seven  hundred  companies  throng!  - 
out  the  country.  This  tabulation  shows  the  toiai 
number  of  companies,  so  far  as  we  are  able  ic 
determine  them,  Avhieh  pay  a  rate  of  forty  cents 
or  more  per  hour  and  there  is  also  indicated  the 
period  in  which  these  maximum  rates  of  pay  be- 
come effective. 


> 


K 


62 


•o 

til 

Compiiiiy  Name                                              gg  • « S  g c© 

Anaconda  St.  Ry.  Co 59c  4  c 

SliMdan  Railway  Co 45  4  I 

limilMnrer  Elect.   Railroad  Co 42  6  I 

■kit  take  &  Utah  R.  R.  Co 40  6  C&I 

Utah.  Idaho  Central  R.  R.  Co 40  6  " 

Ckifomla  St.  Cable  R.  R.  Co 42  10  C 

■tftttle  &  Rainier  Valley  Ry.  Co 41  4  C 

United  Railroads  of  San  Francisco 42  10  C 

Willamette  VaUey  Southern  Ry 48.6  -3  I 

Pacific  Northwest  Traction  Co 43  4  I 

PiiBvt  iiyiind  Railway  Co 46  4  I 

Piil«t  Sound  Interna t.    Ry.   &  Pr.   Co 43  4  C&I 

Yakima  Yalley  Transportation  Co 42  6  C&I 

■an  Vmicilaco  Oakland  Ter.  Ry.  Co 42  6  C 

"                  "           ..      «       «•  46  2  I 

Portland  Ry.,  Lt.  &  Pwr.  Co 46.  3  C 

48.B  3  I 

Conlldeiittal 40  C  C&I 

nilllllirKli  Railways  Co 40  6  C 

Maryland  Elec.  Rys.  Co 40  9  f 

Datrolt,  Monroe  &  Toledo  Short  Line  Ry.  Co.  40  2  I 

Gliica«o.  North  Shore  &  Milwaukee  R.  R. . .  41.  6  C&I 

Detrait,  Jackson  &  Chicago  Ry 40  2  C&I 

Mahontngr  &  Shenango  Ry.  &  lit.  Co 40  2  yr.  2d  6  raos.  C&I 

Northern  Ohio  Traction  &  Lt.  Co 40  8  C&I 

Bay  State  St.  Ry.  Co 40.5  6  C&I 

Til©  Connecticut  Co 40  6  C&I 

Pliiladelplila  Rapid  Transit  Co 40  <  C 

Detroit  United  Railway  Co 45  2  C 

SprinsfleM  St.   Ry.   Co 43  4  C 

Wniwtiter  Consolidated  Ry.  Co 43  4  C 

Mliraukee  Mec.  Ry.  &  Lt.  Co 42  8  C 

United  Rys.  Co.  of  St.  Louis 42  10  C 

O— Oty  LIm.  C&I— City  and  Interurban  Line. 

I— Interurlwm  Une. 


7.0 
16.6 
60.0 
75.0 

166.4 
11.5 
26.0 

286.0 
32.0 
86.7 

195.7 
17.5 
40.0 

256.2 

298.6 

Over 
500.0 
604.7 
37.4 
80.2 
160.0 
109.6 
180.3 
242.0 
955.0 
690.8 
660.0 
450.5 
186.7 
299.6 
406.0 
467.S 


< 


y 


V 


•"'-.^ 


63 


It  will  be  seen  from  the  above  that  the  high 
rates  are  prevalent  generally  speaking  in  the 
Far  West  and  it  may  be  said  that  only  within 
the  last  few  months  of  1918  has  a  rate  as  high 
as  forty  cents  obtained  in  any  city  east  of  the 
Rocky  Mountain  district. 

A  comparison  of  wage  rates  for  trainmen  on 
Public  Service  Railway  with  those  prevailing  on 
neighboring  street  railway  properties  shows  that 
this  Company  has  paid,  and  is  paying  the  high- 
est rate  of  wages  of  any  property  in  this  terri- 
tory. 

In  1914,  before  the  abnormal  conditions  which 
resulted  from  the  European  War  became  ef- 
fective, the  maximum  rate  of  wages  for  train- 
men on  Public  Service  Railway  was  thirty  (30c) 
cents  per  hour.  Only  one  other  company  in  con- 
tiguous territory  paid  this  rate,  viz.:  Philadel- 
phia Rapid  Transit  Company.  The  wages  of 
the  companies  operating  in  Greater  New  York 
City  were  considerably  lower.  The  maximum 
rate  of  wage  on  the  lines  of  Brooklyn  Rapid 
Transit  Company  was  twenty-eight  cents  per 
hour.  The  maximum  rates  on  New  York  Rail- 
ways Company  and  on  Third  Avenue  Railroad 
Company  were  twenty-eight  and  one-half 
(28i/^c)  cents  per  hour. 

The  wages  on  street  railway  properties  in 
New  York  and  Philadelphia  have  increased 
during  the  last  four  years,  but  the  wages 
now  prevailing  on  Public  Service  Railway 
are  as  high  as  those  paid  by  any  of  these 
companies.  The  maximum  wage  rate  now  pre- 
vailing upon  New  York  Railways  is  thirty-two 
cents  per  hour;  the  maximum  rate  on  Brooklyn 
Rapid  Transit  is  thirty-three  cents  per  hour, 
while  the  maximum  rate  on  Third  Avenue  Rail- 
road, New  York,  is  thirty-four  cents  per  hour. 


?- 


.-(■A?- .  vv.'^'is^is^^i*!^^^ 


64 


Tn  addition  tlic  I'nct  that  the  Amal,ii-ainat(Ml  As- 
s()('jati<»!i  of  Street  aii<l  l^lcctric  Railway  Kiii- 
ployccs  of  America  has  within  sixty  days  si<;-iio(l 
an  au'i-eenieiit  \\ith  the  Trenton  and  Alorcer 
Countx'  Traction  ('oni|)anv  nxinir  thirtv-(^iij:ht 
cents  per  hour  as  the  niaxinuun  wa,i;"e  I'ate  for 
trainmen  is  of*  the  !j:i'eatest  si,u:niricanc(^  This 
<-ompai!\-  opei\-!t(>s  in  and  ai-ound  the  city  of 
Trenton  in  t':e  vrry  licart  of  the  tei-ritory 
.-erxcd  hy  the  Public  Scrxicc  Railway.  dud,i;'<'d 
tfoin  the  praeiicnl  standpoint  of  the  rntes  which 
pie\;i;l  (.ji  other  si  foct  railwMys  operatin.i;*  un- 
^Irv  su!;>lanl  iall>  similar  conditions,  JMililic  ^{^y-. 
\  ICO  R;nl\\n\-  is  pa\in,i;-  as  hii;-!!  waives  as  aux- 
in  this   icrritoi-y. 

hi.*'     chail     appt'arinu     upon     the     su<'ceedin,i;" 

i*au"«'  d.lust  iTttes  uTaphicailx  the  waii^'e  rates 
\^hi<'h  prex-aih'd  nii  rnhlii-  S("!'\-ice  liailwa\'  in 
PM-I,    and    a!    ihr    prc^cnl    linn*,    and    also    shows 

i  'm'  w  ;!  L'.'  rnt.'S  in  1 IM  4  a  nd  !  m  jay  npini  the 
^H't^    radwax^    in    idiikalt'iphia    and    Ni'W    Vui'k 

I'll  V. 


/ 


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>- 


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>- 


. 


(ii") 


H    "T"   •    1 


^•^^ku 


> 


INTENTIONAL  SECOND  EXPOSURE 


III    • 

<1> 


65 


In  addition  tln'  fact  that  tho  Amalgamated  As- 
sociation of  Street  and  Electric  Railway  Em- 
ployees of  America  has  within  sixty  days  signed 
an  a.«:reement  with  the  Trenton  and  Mercer 
Connty  Traction  Company  fixing  thirty-eight 
cents  per  hour  as  the  maximum  wage  rate  for 
trainmen  is  of  the  greatest  significance.  This 
company  operates  in  and  around  th(»  city  of 
Trenton — in  the  very  heart  of  the  territory 
served  hy  the  Pul>lic  Service  Railway.  Judged 
from  the  practical  standpoint  of  tlie  rates  which 
|>revail  on  other  street  railways  operating  un- 
der suhstantially  similar  conditions,  Fuhlic  Ser- 
vice Railway  is  paying  as  high  wages  as  any 
in  this  territory. 

The  cliart  appearing  upon  the  succeeding 
page  illustrates  graphically  the  wage  rates 
wliich  prevailed  on  Public  Service  Railway  in 
1914,  and  at  the  present  time,  and  also  shows 
the  wage  rates  in  1J)14  and  today  upon  tlie 
street  railways  in  Philadelphia  and  New  York 
Citv. 


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■■•*■■[■■■■■■■  ■■■■««■■«■•■•■■( 
■  ■'  ■■«■■*■■■■■  ^HMBBBKH**  ■■!■•• 

am -.  ■■irav«pBi '••■«■■■[■•  1  .»«■« 


m%*  »>■■■■■*  vt  bBaaBMBau  n  ■■■■■■n*    •■•■■■■■■  i .  ■■■•uipbv    ■■■■■■■■  >    •■■■ 

:\ :::::::r -.:s:::::r  ::::»:: ;;:::!:::::  r::::^£r .::::::::  r:::: 


V 


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OCCUPATIONS  FROM  WHICH  TRAINAIEN  ARE  DRAWN 
BY  PUBUC  SERVICE  RAILWAY  COMPANY. 

It  must  constantly  be  borne  in  mind  that 
trainmen  are  not  skilled  mechanics,  in  the 
sense  in  which  this  term  is  ordinarily  used,  and 
efforts  which  are  sometimes  made  to  class  mo- 
tormen  and  conductors  as  craftsmen,  ranking 
with  high-grade  mechanics  and  others  who  have 
spent  years  in  learning  trades,  are  misleading. 
The  United  States  Department  of  Labor,  Bureau 
of  Labor  Statistics,  in  -its  bulletin  on  **  Street 
Bailway  Employment  in  the  United  States" 
published  in  April,  1917,  well  describes  the  quali- 
fications necessary  for  motormen  and  conductors. 
The  bulletin  states  (page  13)  with  reference  to 
the  qualifications  of  surface  conductors: 

"The  occupation  Is  teml-clerical  in  some  respects  and  one 
of  responsibiiity  rather  than  of  skill.  In  the  modem  cars  the 
work  is  comparatively  easy,  as  fares  are  collected  as  pas- 
sengers enter  the  car,  but  conductors  are  required  in  most 
cities  to  remain  standing  for  long  periods  without  oppor- 
tunity for  rest."*  On  Public  Service  Railway  stools  are 
provided  conductors. 

Describing  the  qualifications  for  motormen  the 
bulletin  observes: 

'Traffic  conditions  are  such  that  the  occupation  requires 
men  physically  strong,  of  good  nerve,  vitality,  eyesight,  Judg- 
ment of  speed  and  distance,  and  courage.  The  woric  Is  easily 
learned  and  should  be  classed  as  a  responsible  rather  than  a 
skilled  occupation,  although  experience  increases  efficiency, 
especially  in  avoiding  accidents.  Employees  usually  reach  the 
average  of  efficiency  within  two  years.  In  most  cities  motor- 
men  are  allowed  to  be  seated  when  outside  congested  dis- 
tricts." ♦    On  Public  Service  Railway  this  custom  prevails. 

Confirmation  of  the  fact  that  the  motormen 
and  conductors  of  Public  Service  Kailway  Com- 
pany are  not  skilled  workers  is  furnished  by 
statistics  showing  the  occupations  from  which 
they  are  recruited.  In  order  that  an  accurate 
picture  might  be  presented  of  the  former  occu- 


^ 


•"I- 


^ 


> 


67 


pations  of  trainmen  on  Public  Service  Eailway, 
the  records  of  five  hundred  platform  men  hired 
during  the  year  1916,  1917,  and  1918,  were  se- 
lected at  random  for  examination.  A  tabulation 
has  been  prepared  showing  the  former  occupa- 
tions of  these  men.  The  detailed  results  are 
shown  as  Appendix  1.  The  five  hundred  train- 
men were  recruited  from  some  fifty-three  occu- 
pations. The  most  important  sources  of  labor 
supply  are  shown  in  the  chart  appearing  on  the 
following  page: 


\ 


68 


"lonMa  »   gnt<OMV 


-        i         - 


> 


r^ 


y 


69 


Ovor  fifty  ])oi-  co]\i.  of  tlio  fivo  Inn  id  rod  so- 
IccU'd  traiiiincii  wore  roci'uitcd  from  lliroo  oc- 
cupations, ]al)or(M's,  teamsters  and  clerks.  Al- 
most a  fourth  of  tile  platform  iikmi  Avere  oi'- 
diuarv  lahoi'ers  l)efoi*e  entering'  tlie  emj)loy  of 
the  (ompauy.  With  few  (exceptions  these  iiH'U 
\\(M"e  uiiskill(Ml  Avoi'kei-s,  coiimiaiidiui;'  wai'H^s  at 
the  1)ot1om  of  the  iiidusti-ial  scale. 

The  e\perieiH-e  which  trainmen  ac(|uii"e 
throiiu'li  yeai-s  of  sei'N'ice  makes  them  more  \'alu- 
ahh'  to  a  street  rail\\a>',  hut  it  (h)es  nol  in- 
erease  Iheir  usefulness  or  ahilit>'  to  command 
hi,i;her  wau'es  in  other  (H-cupatioiis.  1'raininen, 
uenei'ally  sjx'akinu',  are  nol  only  recruited  I'rom 
liie  ranks  of  unskiMeil  Labor,  hut  upon  h'a\"inu' 
the  emph)y  (»f  llie  ('(niipan_\"  lind  1  heinscKcs 
litled  for  no  skdlh'd  lra<h'  or  craft.  All  com- 
jN-ii'isoiis  (.r  \\<-m('  rates  or  annual  eai-nin.u's  of 
street  rail\\a>-  ti-aiimien  must  therefore  he  made 
ii'»t  ''vith  the  (^ai-ninu's  ()i'  skilled  mechanics,  hut 
^vitli   ih-'   )-ale>  'i>\'  wau'es  and.  earninu's  of  men   oi' 

!he    same    cai>acit>-    and    skill    as    the    li-aimiieii 

that    i>   lo   sa_\'.  wiih   tlie  occupations   fi'oni   which 
the\'  are  recruited  and  to  whicli  t  he\-   n^]  iim 
se\erii!u-     their     cnniieciion     with 

eni  Illn\  hji'ir  . 


return  upon 
i"''et     rail  wax 


COMPARISON    OF    ACTUAL   EARNINGS    OF   PUBLIC    SER- 
VICE   RAILWAY    TRAINMEN    WITH    EARNINGS 
OF  OTHER  WAGE  EARNERS  IN  THE 
SAME  LOCALITY. 

^^^'^'5'    "Huiini-d.Ie    iJonrd    in    ii<    (',„!•'    nf    Trin. 
•■'!'l''"   end    l'-:.!!i-i,-   has   weil    ^nid    ili;!!    ••  i 


1 !  \  i  n  Li' 


w  a !■  e--,     tc  ' i n> 


i'i      eulMMMuh-      MJ'      lalMM-, 


!  ;  <  I  i  I 


a  !  w  a  \  s     Im 


iao     in     iao(.r     >lan<ia!-o> 

i.e    i(  lea  h  I  h 

N-    prihrij.j,.    I'iihlic   Sei\a        " 


''^-   i '!->'\-a  1  n im-  n 


''•'    i la  i  i  w  a  \    -ni!>e ri la ■< 
and   M:eA    j)!-Mpf)<e^  fo  sh(a\'  t  hai    t  he   w  a-V' 


!  --    1  ra  i  hnHn!    in    i  !>(■ 


>  ea  r    1 :)]  ,     eonioa  n-il 


>a  it  I  a  t 


I  \    HI- 


*.'V     ^ 

INTENTIONAL  SECOND  EXPOSURE 


68 


I 


H3(inH3  V  mMMW 


69 


Over  fifty  per  cent,  of  tlio  five  Imndrod  se- 
loctod  traiiiinon  wcm'o  rocTnit(^d  from  tliree  oc- 
eiipatioiis,  lal)orers,  teamsters  and  clerks.  Al- 
most a  fourtli  of  tlie  platform  men  Avere  or- 
dinary laborers  Ix'foi'e  enterin<;"  the  employ  of 
the  Company.  AVith  few  (exceptions  these  men 
were  unskilled  workei's,  eonnnandint>-  wai^'es  at 
tht»  bottom  of  the  industrial  scale. 

The  experience  which  ti'ainmen  acquire 
through  years  of  seivice  makes  them  more  valu- 
abk*  to  a  street  railway,  but  it  does  not  in- 
crease their  usefulness  or  abib'ty  to  connnand 
hi.i^her  wa.t-'cs  in  othei-  occupations.  Ti-ainmen, 
i»-enerally  s])eakino-,  ai'e  m)t  only  I'ecruitcd  fi-om 
the  ranks  of  imskilled  labor,  but  upon  leaving- 
the  emi)l()y  of  the  Company  find  themselves 
fitted  for  no  skilled  trade  or  craft.  All  com- 
parisons of  Ava.t?e  rates  or  annual  eai*nin<^s  of 
street  railway  trainmen  nmst  therefore  be  made 
not  Avith  the  earnin.os  of  skilled  meclianics,  but 
with  the  i-ates  of  wages  and  earnings  of  men  of 
the  same  capacity  and  skill  as  the  traimn<^n— 
that  is  to  say,  Avith  the  occupations  fi-om  Avhich 
tliey  ai-e  rcH-ruited  and  to  Avhic^h  they  r(4urn  upon 
severino-  their  coniKH-tion  Avith  street  railway 
employment. 

COMPARISON  OF  ACTUAL  EARNINGS  OF  PUBLIC  SER- 
VICE   RAILWAY    TRAINMEN    WITH    EARNINGS 
OF  OTHER  WAGE  EARNERS  IN  THE 
SAME  LOCALITY. 

Your  Honorable  Board  in  its  Code  of  Pi-in- 
ciples  and  ]^olici(^^  has  Avell  said  that  ''in  fixino- 
wages,  hours  and  conditions  of  labor,  reo-ard 
shall  alAvays  l)e  had  to  labor  standanls  "and 
Avagos  prevailino-  in  the  localities  affect(Ml.'^  To 
this  principle  l^ublic  Service  Railway  suliscribes 
and  n.ow  proposes  to  show  that  the  Avages  paid  to 
Its  trainm(Mi  in  the  year  1917  compared   favor- 


h  •* 


70 


71 


ably  with  wages  paid  to  labor  of  like  capacity  in 
other  industries  in  the  communities  served  by 
the  Company  and  that  the  conditions  under  which 
its  trainmen  worked,  especially  as  regards  stead- 
iness of  employment,  were  much  better  on  the 
whole  than  those  prevailing  in  other  indus- 
tries employing  labor  of  similar  grade. 

In  order  to  show  clearly  the  relative  situa- 
tion of  Public  Service  Railway  trainmen  and 
men  of  like  ability  employed  in  other  industries 
in  this  territory,  a  careful  investigation  was 
made  of  pay-rolls  and  time  sheets  of  a  number 
of  large  industries  in  and  around  Newark.  Be- 
cause of  the  large  labor  turn-over  in  these  con- 
cerns it  was  found  impossible  to  get  the  records 
for  a  considerable  number  of  meii  of  each  class 
who  were  in  the  employ  of  these  firms  through- 
out the  year  1917.  The  results,  however,  in- 
clude all  the  men  of  a  given  type  who  have  been 
employed  by  the  firms  throughout  the  year  and 
do  not  represent  the  arbitrary  selection  of  a 
portion  of  a  group  of  workers  whose  earnings 
are  below  the  average  for  the  group. 

For  purposes  of  comparison  twenty-two  train- 
men working  on  the  Hudson  Division  (one  of  the 
divisions  in  the  northern  end  of  the  State)  who 
had  been  in  the  employ  of  Public  Service 
Railway  Company  for  several  years,  including 
the  year  1917,  were  selected  at  random.  A  like 
number  were  similarly  selected  on  the  Southern 
Division  (the  division  in  the  southern  end  of 
the  State).  An  examination  was  made  of  the 
number  of  hours  of  regular  time  and  overtime 
put  in  by  each  of  these  men  and  the  average  for 
the  twenty-two  men  in  each  division  was  secured. 
From  the  reports  made  by  Public  Service  Rail- 
way to  the  Collector  of  Internal  Revenue  of  the 
earnings  of  all  trainmen  to  whom  the  Company 


*  -  .A" 


y 


( 


had  paid  $800  or  more  during  the  year,  the  aver- 
age earnings  of  these  trainmen  for  1917  were 
calculated.  Since  every  trainman  who  worked 
throughout  the  year  averaged  more  than  $800, 
it  follows  that  a  fair  basis  of  comparison  was 
secured.  The  results  of  the  comparison  of  the 
hours  of  regular  time,  hours  of  overtime,  and 
average  earnings  of  the  trainmen  of  Public  Ser- 
vice Railway  contrasted  with  the  above  men- 
tioned workers  employed  by  other  concerns  in 
and  around  Newark,  are  shown  in  the  following 
charts.  * 

*  For  tabulation  of  data  from  which  charts  were  prepared, 
see  Appendix  2. 


llllllF^ 


\ 


TO 


ably  with  wages  paid  to  labor  of  like  capacity  in 
other  industries  in  the  conunnnities  served  by 
the  Company  and  that  the  conditions  under  which 
its  trainmen  worked,  especially  as  regards  stead- 
iness of  employment,  were  much  better  on  the 
whole  than  those  prevailing  in  other  indus- 
tries employing  labor  of  similar  grade. 

In  order  to  show  clearly  the  relative  situa- 
tion of  Public  Service  Railway  trainmen  and 
men  of  like  ability  employed  in  other  industries 
in  this  territory,  a  careful  investigation  was 
made  of  pay-rolls  and  time  sheets  of  a  number 
of  large  industries  in  and  around  Newark.  Be- 
cause of  the  large  labor  turn-over  in  these  con- 
cerns it  was  found  impossible  to  get  the  records 
for  a  considerable  number  of  m6n  of  each  class 
who  were  in  the  employ  of  these  firms  through- 
out the  year  1917.  The  results,  however,  in- 
diiile  all  the  men  of  a  given  type  who  have  been 
employed  by  the  firms  throughout  the  year  and 
do  not  represent  the  arbitrary  selection  of  a 
portion  of  a  group  of  workers  whose  earnings 
are  below  the  average  for  the  group. 

For  purposes  of  comparison  twenty-two  train- 
men working  on  the  Hudson  Division  (one  of  the 
divisions  in  the  northern  end  of  the  State)  who 
had  been  in  the  employ  of  Public  Service 
Railway  Company  for  several  years,  including 
the  year  1917,  were  selected  at  random.  A  like 
number  were  similarly  selected  on  the  Southern 
Division  (the  division  in  the  southern  end  of 
the  State).  An  examination  was  made  of  the 
number  of  hours  of  regular  time  and  overtime 
put  in  by  each  of  these  men  and  the  average  for 
the  twenty-two  men  in  each  division  was  secured. 
From  the  reports  made  by  Public  Service  Rail- 
way to  the  Collector  of  Internal  Revenue  of  the 
earnings  of  all  trainmen  to  whom  the  Company 


( 


> 


71 


had  paid  $800  or  more  during  the  year,  the  aver- 
age earnings  of  these  trainmen  for  1917  were 
calculated.  Since  every  trainman  who  worked 
throughout  the  year  averaged  more  than  $800, 
it  follows  that  a  fair  basis  of  comparison  was 
secured.  The  results  of  the  comparison  of  the 
hours  of  regular  time,  hours  of  overtime,  and 
average  earnings  of  the  trainmen  of  Public  Ser- 
vice Railway  contrasted  with  the  above  men- 
tioned workers  employed  by  other  concerns  in 
and  around  Newark,  are  shown  in  the  following 
charts.  * 

*  For  tabulation  of  data  from  which  charts  were  prepared, 
see  Appendix  2. 


72 


73 


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Xo  more  striking?  proof  could  be  furnished  of 
tlie  fact  that  Public  Service  Railway  trainmen 
are  lietter  paid  on  the  whole  than  men  of  the 
same  <i:eneral  ability  employed  in  other  indus- 
tries. Whereas  the  avera^'e  income  of  the  train- 
men was  in  excess  of  $1,046.00  per  year  we  find 
that  few  amon«:  tliose  employed  l)y  tlie  four 
concerns  included  in  this  tabulation  earned  this 
ani'onnt.  Attention  is  particulai'ly  called  to  the 
Tact  that  tln^  classes  of  lal)or  from  which  train- 
i]icn  an^  recruited — namely,  la])orers,  drivers  and 
clerks — em])loyed  by  the  conc(M*ns  included  in  the 
above  ta))nlation,  did  not  in  any  case  earn  the 
amounts  paid  by  this  Company  to  its  traimnen  in 
11)17.  The  laboi-ei's  (>m])loved  bv  tlie  mamifac- 
tni-er  of  steel  ])arrels  (whose  name  we  weie  I'c- 
(|uest(Hl  not  to  use)  made  $737.17  in  1917.  La- 
lH)rers  employcMl  by  the  Newark  Pavini;-  Vowi- 
])any  earned  $(11 7.47)  durini^  tln^  past  year.  Even 
maciiinists  employiMl  by  tlie  nuuiufacturei'  ol' 
st(H']  ban-els  did  not  av(M*a.ire  the  amount  eai'iied 
by  trainmen  of  this  C()m])ai!y.  Wliili^  skilh^l 
mechanics,  sucli  as  tool  maki^-s,  foremen,  i)at- 
tern  makei's,  hithc^  hands  or  masons  earned 
^ii"}'<'  ill  the  year  1917  than  did  our  ti'ainni.'n, 
the  amounts  h\'  which  the  amuial  earnings  of 
these  skilh.'d  wofkei's  excei^h'd  tliose  -of  the 
trn.inm(*n    were    not    lai-u'<'. 


A    (• 


if    th( 


!'<»mparison  ot  uie  wa^'(^  I'alcs  jiei-  uoui 
paid  to  t!-ainnien  in  1})17  \\ith  tlie'  hourh  rutes 
paid  to  the  ehisses  of  hd)oi'  covered  in  t}[(.  ahoie 
ta'Mih-ition  is  nnfn vorable  to  this  Companv.  In 
ahn-ost  every  case  th(^  houi-]>-  rate  in  othm-  in 
dustries  vxriH'{l>  that  of  ti'ainmen,  hut  if  an  fx- 
auiinntion  is  made  of  a.u;^'reo•ate  hours  of  i'Ui- 
phiXiiicnt  o!'  Ihesr  worlcei's  in  the  eou!'s«^  (,| 
>*-nr  ii  will  he  iound  that  the  advantnuv: 
hourh     rati'    ar*-    iuitii'i'lv    offsi't 


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INTENTIONAL  SECOND  EXPOSURE 


74 


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75 


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1    . 


No  more  striking  proof  oould  be  furnished  of 
the  faxit  that  Public  Service  Railway  trainmen 
are  better  paid  on  the  whole  than  men  of  the 
same  general  ability  employed  in  other  indus- 
tries. Whereas  the  average  income  of  the  train- 
men was  in  excess  of  $1,046.00  per  year  we  find 
that  few  among  those  employed  by  the  four 
concerns  included  in  this  tabulation  earned  this 
amount.  Attention  is  particularly  called  to  the 
fact  that  the  classes  of  labor  from  which  train- 
men are  recruited — namely,  laborers,  drivers  and 
clerks — employed  by  the  concerns  included  in  the 
above  tabulation,  did  not  in  any  case  earn  the 
amounts  paid  by  this  Company  to  its  trainmen  in 
1917.  The  laborers  employed  by  the  manufac- 
turer of  steel  barrels  (whose  name  we  were  re- 
quested not  to  use)  made  $737.17  in  1917.  La- 
borers employed  by  the  Newark  Paving  Com- 
pany earned  $617.45  during  the  past  year.  Even 
machinists  employed  by  the  manufacturer  of 
steel  barrels  did  not  average  the  amount  earned 
by  trainmen  of  this  Company.  While  skilled 
mechanics,  such  as  tool  makers,  foremen,  pat- 
tern makers,  lathe  hands  or  masons  earned 
more  in  the  year  1917  than  did  our  trainmen, 
the  amounts  by  which  the  annual  earnings  of 
tliese  skilled  workers  exceeded  those  of  the 
trainmen  were  not  large. 

A  comparison  of  the  wage  rates  per  hour 
paid  to  trainmen  in  1917  with  the  hourly  rates 
paid  to  the  classes  of  labor  covered  in  the  above 
tabulation  is  imfavorable  to  this  Company.  In 
almost  every  case  the  hourly  rate  in  other  in- 
dustries exceeds  that  of  trainmen,  but  if  an  ex- 
amination is  made  of  aggregate  hours  of  em- 
ployment of  these  workers  in  the  course  of  a 
year  it  will  be  found  that  the  advantages  of  the 
hourly  rate  are  entirely  offset.     The  trainmen 


76 


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pai-ilx  Willi  ^\  a  1'  wtiik.  aini  w  kiai  Ihoi.-i'oro  r«-a!i^ 
lan!\  iii  '-hi  I  >l.  <\  h :' 'til  1,-  far  ah'.»\r  liic  a\rraL!t'. 
Sitiiic  (•(  »h<-<  ■  I  a  h  M 1  of  flM>  \'a!aat!()]!<  in  tlu'  I't-Lja- 
lantx  oi  «'!i  i  I  .ji  i_\  MK'hl  ill  otInM'  indn.-Irif-  jn  .-iiMi 
around  \'  .at!;  i..  !'iin)i>}i('d  hy  an  analysis  <it' 
the  \V(M  ki\  pa\  lolk-  oi*  the  lirnis  inclinlcd  in  lli<' 
i'oiru-oinu-  r.iniparison.  The  foUowiiii;-  chai-t 
shows  urapnK-aliy  th(^  thictiiatioiis  of  tho  woi'k- 
in.i;-  hoiii's  of  the  Xewark  Paving-  Company;  1)  - 
Camp  and  Sh»an  (tool  and  (lie  makers)  and 
Chas.  \l.  ih'ildeii  CoiistructioH  Co.,  all  of  Xcw- 
ark: 


<: 


(► 


V 


V 


J 


i  i 


*NO«U»     «     CHVRC»" 


INTENTIONAL  SECOND  EXPOSURE 


76 


of  Pnlilie  Servieo  Railway  avoragofl  ovov  3,000 
hours  in  tlie  vcar  1917.    Verv  few  classes  of  em- 

pl<)\'ees  ill  other  industries  enjoy  such  great 
regularity  of  employment.  It  is  a  well-known 
fact  that  masons,  carpenters,  painters,  engineers 
engagiMl  in  ontside  eonstrnetion  work,  and  la- 
borers in  ontd(M)r  work  are  idle  for  tlie  gi*eater 
|)art  (»f  the  winter,  thert'by  greatly  reducing  their 
y<»arly  earnings.  Kvtqi  those  who  woi-ked  in- 
doors, and  who  were  thc^refore  mor(»  or  less  in- 
depend(»nt  of  w(»atlier  conditions,  did  not  enjoy 
tlK^  regularity  <)f  cnii)h>ynicnt  of  railway  train- 
men. It  must  he  home  in  mind  that  the  ahove 
comparison  is  nuide  at  a  time  when  ev<'ry  in- 
dustry, generally  speaking,  is  crowded  to  ca- 
pacity witli  war  work,  and  wlien  thci-efoie  regu- 
hirity  of  employment  is  far  ahove  the  average. 
Some  conception  of  the  variations  in  the  regu- 
larity of  employment  in  other  industries  in  and 
around  Newark  is  furnished  hv  an  analvsis  of 
the  weekly  pay  rolls  of  tlie  firms  included  in  tlie 
f(»regoing  comi>aris()n.  Tlie  f^)llowing  chai-t 
shows  gi-a|)hically  the  fluctuatiims  of  th(»  work- 
ing Iiours  of  the  Xewark  Paving  Comi)any;  l)c- 
Cami)  and  Sloan  (tool  and  die  makers)  and 
dias.  R.  Ifeddeii  Construction  Co.,  all  of  New- 
ark: 


*^-^>»^^iM 


i\ 


77 


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V 


78 


Kxti'cinc  xaiMatioiis  in  llic  size  of  tlic  \\()rkin^ 
force  art'  at  once  apparent,  especially  in  the 
case  of  those  industries  (IcpeTKh'iit  to  a  hir<;'e 
(h'lrree    on    weathei"   conditions.      If    it    had   been 


j)OSSl 


hh'    t 


o    in( 


■hid 


c    on 


tl 


lis    ( 


hart 


a    i'eco]'< 


1    of 


trainmen   in   the  eniph)y  of   I\il)lic  Service  liail- 
wav  we  sliouhl  ha\'e  practically  a  straiu'ht  line. 

XunuM'ous   otlicial    investi,u:atioiis   are   availal)le 
showinij:  the  de.u'rce  of  iiii-cinploynieiit  in  various 


IK 


lust 


rie 


Tlie    result    of    one   of   the    most    re- 


cent invt'stiu'ations  of  this  charactei*  is  con- 
tained in  the  licport  of  Statistics  of  Lahoi', 
State   of    Massachusetts    (IDlo)  : 

PKlirKXTAGK   rXKMPI.()Vl-:i)  AT   KXD  OF   VKAR  AMONG 

ORGANIZED    WOKKKRS    IN    THE    STATK    OF 

MASSAGHUSFTTS.      1:mi8491:!.    BY 

PRIXGIPAL  IXnrSTRIFS. 

(Pagp  42.  Report  on  Statistics  of  Labor,  Massachusetts,  1915.) 

Iron  & 
Steel     Building 


Transp'n.    Roof  &    Print.  iS: 


Steam  i<:      Shoe 


Allie<l 


V^^iF  landing       I-:irctric      Mfi4,     Trades   Tcxtih-s   Mfg.       Trades 


J  MT 


1,    l!'i'8 
1  !<i"t 

I'.'ll 


4  " 


{  1 


3.3 

5.0 


4.6 
4.0 


»;.() 


5.0 


Ml  !• 


11!. t] 

8.6 
7.5 


A  V 


\r,  r:s      3.5 


4.3 


5.3 


11.4 


10.9 


i:j„M 

1  l.!t 
18.2 


14.0 


i  I 


foil 


ownii.^'     ])ai;'e 


21.2 

17.8 
18.0 
2<>.!» 
14.9 


19. 


i-nie 


U !  i  1  i ' ' ;  I  i  I  \ 


lie      rrlaU\'r     jjclrel  m  aire     ot      MiH'in 


]M(»\'!ne!i;   a- 

ditions    on    the    whole    \vei( 


(  < )i 


'  i  \  I » I  ■ ;  t  n  I ' 


n      t 


\'i 


fi 


i  t 


<'ini**   no    S(n'e]*e 


i  M'i  n* 


<>n   •hn-iiiu'   1 


lO( 


1.     Ti 


if   icn 


1 <   4     .      l\   i 


!  h    I 


rvn 


mes 


uu 


."^     1 1 


I'    rhi j!!i)\  hicnt    in    the    tiTiii.-} 
i-  ^trikiniilv  illustrated.     The 


M  I  f'  ;  a 


!  |(  1 1 


the    eiiipl<.»\e 


( '  -^    (1 


f  steam   railroads   and 


I  i  >  !  ( i  I !    <  * 


m     iLii):  f 


<'mph>y(>es    f)t    lin'    elrH'tric    railways    eui^-au'en    m 


Iwj 


d 


coil: 


itlioii    and    maintenance    w 


iH'\{       lit, 


1  M-nai  I  \' 


<\ 


kf 


r 


> 


\ 


\ 


y 


-  * 


79 


INTENTIONAL  SECOND  EXPOSURE 


78 


ExtreiiK!  variatiinis  in  \\w  size  of  the  working 
force  are  at  once  apparent,  especially  in  the 
case  of  those  industries  dependent  to  a  large 
degree  on  weather  conditions.  If  it  had  been 
possible  to  include  on  this  chart  a  record  of 
trainmen  in  the  employ  of  Public  Service  Rail- 
way we  should  have  practically  a  straight  line. 

Numerous  official  investigations  are  available 
showing  the  degree  of  un-employnient  in  various 
industries.  The  result  of  one  of  the  most  re- 
cent investigations  of  this  character  is  con- 
tained in  tlie  Report  of  Statistics  of  Labor, 
State  of  Massachusetts   (1915): 

PERCENTAGE  UNEMPLOYED  AT  END  OF  YEAR  AMONG 

ORGANIZED  WORKERS   IN   THE   STATE    OF 

MASSACHUSETTS.     190g-1913,    BY 

PRINCIPAL  INDUSTRIES. 


(Page  42,  Report  on  Statistics  of  Labor,  Massachusetts,  1915.) 
Transp'n,  Boot  &  Print.  &  Iron  & 

Steam  &    Shoe      Allied  Steel 

Mfg.    Trades  TextUes  Mfg. 


Year  Ending 

Dec.  31,  1908 
1909 
1910 

1912 
1913 


Electric 
5.7 

4.0 
3.0 
3.2 
4.1 


AVERAGES     3.5 


6.4 

u.tl 

5.0 
2.3 
4.6 
4.0 

4.3 


9.4 
3.6 
4.0 
6.0 
3.7 
5.0 

5.3 


20.9 

12.6 

8.6 

7.5 

1Z.9 

5.9 

11.4 


16.3 
10.9 
14.3 
12.6 
11.9 
18. « 

14.0 


Building 
Trades 

21.2 
17.8 
18.0 
20.9 
14.9 
23.9 


19.6 


A  chart  on  the  following  page  illustrates 
graphically  the  relative  percentage  of  unem- 
ployment as  shown  by  the  above  tabulation.  Con- 
ditions on  the  whole  were  favorable  in  tliese 
years,  there  being  no  severe  industrial  depres- 
sion during  this  period.  The  remarkable  stead- 
iness of  employment  in  the  transportation  in- 
dustrv  is  strikinglv  illustrated.  The  inclusion  of 
the  employees  of  steam  railroads  and  of  those 
employees  of  th(*  electric  railways  engaged  in 
construction   and   maintenance   work   materially 


< 


K 


I '4 


k 


> 


•P*-'' 


> 


! 


? 


X 


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raises  the  average  of  iineinployraent.  If  the 
comparison  had  included  only  street  railway 
trainmen  the  percentage  of  unemployment  would 
have  been  infinitesimal. 

Your  Honorable  Board  will  not  lose  siglit  of 
the  fact  that  trainmen  employed  by  railways, 
operating  under  conditions  such  as  prevail  on 
this  property,  are  certain  of  work  irrespective 
of  good  or  bad  times.  Experience  on  this  prop- 
erty has  shown  that  in  periods  of  industrial  de- 
pression it  is  unnecessary  to  discliarge  trainmen 
because  of  decreasing  traffic.  The  normal  dimin- 
uation  of  working  force  through  deaths,  resigna- 
tions and  other  causes  makes  it  unnecessary  to 
discharge  trainmen  because  of  lack  of  work.  The 
security  of  income  of  Public  Service  trainmen  is 
a  matter  of  more  than  sentimental  value,  and  one 
which  is  entitled  to  serious  weight  in  determin- 
ing a  proper  hourly  wage  rate. 


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The  present  rates  of  wages  for  trainmen  on 
this  property  are  adequate  to  attract  and  hold  a 
sufficient  number  of  men  and  women  to  meet 
operating  needs.  The  fact  must  be  kept  in 
mind  that  there  is  always  a  constant  stream  of 
new  employees  needed  by  an  electric  railway- 
company  to  fill  positions  of  those  resigning  or 
discharged  or  to  provide  men  requisite  to  run 
additional  cars  necessitated  by  growth  of  traffic. 
As  a  matter  of  fact  experience  has  shown  that 
the  number  of  men  required  for  the  above  pur- 

?oses  varies  between  different  seasons  of  the  year, 
'he  greatest  number  of  appointments  as  a  rule 
occurs  shortly  after  the  beginning  of  the  year, 
and  in  consequence  if  wage  rates  are  sufficiently 
high  it  is  to  be  expected  that  the  number  of  ap- 
plications taken  would  reach  their  maximum  at 
this  season.  The  number  of  men  required  in 
February  and  March  is  much  less  than  in  Jan- 
uary. Requirements  again  increase  in  mid-sum- 
mer, but  vary  to  a  considerable  extent  in  the 
fall  and  winter. 

If  the  number  of  applications  is  in  excess  of 
the  requirements  of  the  company,  it  follows 
that  the  rate  of  wages  is  sufficiently  attractive 
to  bring  to  the  Company  an  adequate  supply 
of  labor.  This  is  especially  true  in  the  case  of 
Public  Service  Eailway.  Applications  are  taken 
only  from  those  men  who,  upon  being  inter- 
viewed, are  found  to  possess  personal  qualifica- 
tions entitling  them  to  serious  consideration. 

Public  Service  Railway  Company  has  always 
been  able  to  secure  the  number  of  trainmen  to 
furnish  the  service  necessary  to  meet  the  public's 
requirements,  and  in  spite  of  the  abnormal  con- 
ditions prevailing  in  the  labor  market  for  the 
past  year,  the  Company  has  been  able  to  secure 


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and    hold    a    reasonably    adequate    number    of 
trainmen. 

The  two  charts  immediately  following,  show 
the  number  of  appointments  to  positions  as  mo- 
tormen  and  conductors  by  months,  from  January, 
1914,  to  June,  1918.  These  charts  demonstrate 
the  correctness  of  the  above  conclusions.  Atten- 
tion is  called  to  the  fact  that  the  number  of  ap- 
plications has  always  largely  exceeded  the  num- 
ber of  men  appointed,  *  giving  a  reasonable  num- 
ber of  applicants  out  of  which  to  make  selec- 
tions, thereby  enabling  the  Company  to  pick 
out  those  men  best  fitted  for  platform  work. 

•Uicept  tor  a  few  imjrs  wlien  the  holdover  list  was  drawn 
upon. 


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and    hold    a    reasonably    adequate    number    of 
trainmen. 

The  two  charts  immediately  following,  show 
the  number  of  appointments  to  positions  as  mo- 
tormen  and  conductors  by  months,  from  January, 
1914,  to  June,  1918.  These  charts  demonstrate 
the  correctness  of  the  above  conclusions.  Atten- 
tion is  called  to  the  fact  that  tlie  number  of  ap- 
plications has  always  largely  exceeded  the  num- 
ber of  men  appointed,  *  giving  a  reasonable  num- 
ber of  applicants  out  of  which  to  make  selec- 
tions, thereby  enabling  the  Company  to  pick 
out  those  men  best  fitted  for  platform  work. 

♦Except  for  a  few  days  when  the  holdover  list  was  drawn 
upon. 


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Diii'inii'  liw  ('<-ii-1\^  !ii'  iillis  of  ]i)]S.  ()wi\\ii:  in  tJie 
rapiil  iiirrca.-c  in  industi'iai  wa^urs  aini  ilip  uii- 
iisually  s('\'('r('  wfatlicr  coiKiitioiis  wliicli  ])vo- 
\'ail(Ml,  the  ( *<iii!)iaii\'  ](»st  an  uinisun]  ninnhc!'  ol' 
t  rainiiit'ii :  Inn  ilic  wau'c  iiK-r^^'iscs  ('ri\'ci  i\  c  .lunc 
\>\  aiKJ  .hihc  (itlu  IDIS,  liax'c  coniplclcly  rc-cstai)- 
h.^hf'd  tlic  paril)'  of  wai^'cs  hclwrcii  Piili'ic  Scr- 
\'!<'<'  h'ailwav  all'!  timx'  niflust  I'ics  wliicli  ni.'i\  in^ 
!''"-:'a  !>l<'<i  ;is  ctniijM'i  ii  i\-!'  tVom  a  lahnr  .-laiiilpoiiit. 

I   !l!^     i^     t'\|i  ifi.H-*  ■(  1     hy     the     !•«■(-()!•({     (if    ;i  ]  )|  li  lent  !nn^ 

i '  >i  p'  i>it  h  ill-  a<  1  r;i  i  iinh-ii  \'\  i  lin  J  dhi.  ]  ^|  ji  i  J  ul\ 
^h'ii    1  l!«-i  11-1  \"i'. 

iMKAK 'i^wnrM    mxcKiisisn    R]-:~.\ppf)ixTMi:xTs,    \p- 

!'( >!  ?\'r  \i  I  .\Ts,  !  Msci !  \  la;  i-:s.  ((i^sjcxatmixs.  !-"rx. 

.I.ni"    1    !o   .hay    o,    l;)la. 

('nii'luctors.  Motor!!!*']!,  Total. 
Xuiubor    of   old    mon    ro  nppoii.i .  d 

June  1  to  July  3 84  137  221 

Number  of  new    men     hired     Horn 

June   1  to  July  3 31)1  153  544 

Total   number  of  men   hirer]    from 

June   1   to  July  3 475  290  765 

Total  number  of  women  in  employ 

June    1st 101 

Total  number  of  women  hired  from 

June  1  to  July   3 142 

We  ])oli('ve  that  it  is  iin])()ssi])lo  to  oxa.i^i^'orato 
tlic  importance  of  the  fact  that  out  of  705  men 
hii'cd   as    ti'ainiTieii    Ix'ivrrM]]    Jihk^    K|    and   .Inly 

ord,  :1'2\  or  ovei-  l^S/v  \\.-!-<-  ha-!!i<*r  n-niniMfn  who 
liad  returned  to  our  eniplox  from  other  occiipta- 
tions.  The  wd^^v  rades  \\liic]!  now  ])!'c-\'Mn  nn^ 
eh'ai'ly   sulheienl    1;.     nn-i     iiMnn a    enipiuvees    to 

give  Uj*  .'Iher  ^H-ruiKit  i.-n;.  i\,i-  wjiiri,  ihev  ]ia<I 
left  the  seix  irt,"  ui'  Ihi-  I'uiiipany.  Alaa\  (;i"  iniv 
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85 


During  tlio  early  m;jiiths  of  1918,  owing  to  tlie 
rapid  increase  in  industrial  wages  and  the  un- 
usually severe  w^eather  conditions  Avhieli  pre- 
vailed, th(»  Company  lost  an  unusual  nunil)(u-  of 
trainmen;  Init  tlie  wage  increases  effective  June 
1st  and  June  Gth,  1918,  liavt^  completely  re-estal)- 
HsIkhI  the  parity  of  wages  between  Ful)lic  Ser- 
vice Railway  and  tliose  industries  which  may  l)e 
regarded  as  competitive  from  a  lal)or  standpoint. 
This  is  evidoiiced  hy  tlie  record  of  applications 
for  iw)siti()ns  as  trainmen  from  June  1st  to  Julv 
/Jrd  inclusive. 

mp:morandum  concerning  re-appointments,  ap- 
pointments, DISCHARGES.  RESIGNATIONS,  ETC. 

June  1  to  July  3,   1918. 

Conductors.  Motormen.  Total. 
Number   of  old    men    re-appointed 

June  1  to  July  3 84  137  221 

Number  of  new   men    hired    from 

June  1  to  July  3 391  153  544 

Total  number  of  men  hired   from 

June  1  to  July  3 475  290  765 

Total  number  of  women  in  employ 

June   1st    101 

Total  number  of  women  hired  from 
June  1  to  July  3 142 

AVe  believe  tliat  it  is  impossible  to  exaggerate 
the  imi)ortance  of  the  fact  tliat  out  of  TGf)  men 
liired  as  trainmen   b(^tween   June   1st  and  Julv 

a 

.*>rd,  221  or  over  28'/  wei'e  former  trainmen  who 
liad  relui'iied  to  our  employ  from  other  occupa- 
tions. The  wage  rates  which  now  prevail  are 
cleai-ly  sullicient  to  cause  former  employees  to 
giv(^  up  other  occupations  for  wjiich  they  had 
left  the  service  of  the  Company.  Many  of  our 
formei"  employees  wlw)  are  returning  have  for- 
saken the  shij)yards   foi*  positions  as  trainmen. 


y 


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86 


WHAT    IS    THE    MONEY    COST    OF    AN    ADEQUATE 

UVING   STANDARD? 

For  an  answer  to  this  question,  we  must  de- 
pend  on  the  results  of  several  investigations 
which  have  application  to  living  conditions  and 
living  costs  in  the  State  of  New  Jersey.  The 
following  tabulation  of  the  results  of  recent 
studies  as  to  minimum  annual  budgetary  re- 
quirements are  suggestive: 

Budget. 

The  Bureau  of  Municipal  Research, 

Philadelphia  *     $1,200.00 

This  study  was  undertaken  by  the  Bureau  of 
Municipal  Research  in  September,  1917,  but  most 
of  the  data  were  gathered  in  1918.  The  field 
work  was  finished  June  15th  last.  Detailed  re- 
port will  be  published  in  September  or  October 
next.  The  conclusions  were  based  upofl  actual 
expense  accounts  kept  over  a  period  of  months 
by  several  hundred  families  of  five — ^father, 
mother  and  three  children,  earning  less  than 
$1,800.00  a  year.  The  results  are  typical  of  con- 
ditions existing  on  Public  Service  Railway's 
Southern  Division  (In  and  around  Camden). 


Philadelphia  shipyard  workers 

New  York  shipyard  workers 

These  studies  were  made  under  the  auspices 
of  the  Federal  Bureau  of  Labor  Statistics  and 
the  figures  represent  the  cost  of  living  of  a  fam- 
ily of  five  during  the  calendar  year  1917,  in 
the  New  York  and  Philadelphia  shipbuilding 
iittricts.  These  sections  are  served  by  Public 
Service  Railway. 

Unskilled  laborers,  New  York  City. . 

This  study  was  made  as  of  February,  1917. 
According  to  the  Monthly  Review  of  the  United 
Stiites  Bureau  of  Labor  Statistics  for  April, 
1SI8,  page  191: 

"because  of  advances  in  prices  this 
budget  has  advanced  in  cost  to  approx- 
imately $1,200  at  the  present  time. 
iWeK  1918.)' 


$1,398.83 
1,348.64 


$1,200.00 


i** 


*  See  Appendix  4. 


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87 


All  of  the  above  studies  were  made  in  the 
territory  served  by  Public  Service  Bailway  and 
in  which  its  trainmen  reside.  They  picture  con- 
ditions in  the  latter  part  of  1917  and  the  early 
part  of  1918.  There  has  been  no  material  in- 
crease in  food  prices  during  1918.  The  month- 
ly bulletin  of  the  New  York  State  Department 
of  Labor  for  May,  1918,  states  at  page  2 : 
**in  February,  1918, 

food  prices  attained  their  highest  level— 
the  decline  from  that  date  to  April 
being  4%/' 

The  index  number  of  retail  prices  of  the 
United  States  Bureau  of  Labor  Statistics 
shows  an  index  number  of  159  for  December, 

1917,  and  of  156  for  April,  1918.  There  has 
been  no  material  upward  movement  of  food 
prices  in  the  last  three  months. 

From  these  investigations  it  must  be  con- 
cluded that  a  budget  of  family  expenditures 
requires  a  family  income  of  from  $1,200  to 
$1,400  per  annum. 

In  the  ''Monthly  Beview  of  the  United 
States  Bureau  of  Labor  Statistics"  for  April, 

1918,  there  appears  on  page  191  some  com- 
ment on  l)udgetary  requirements,  which  sug- 
gests a  higher  sum  than  any  above  designated. 

The  statement  is  made  that  "a  budget  of 
expenditures  to  provide  for  a  minimum  stand- 
ard of  comfort  calls  for  a  wage  which  will 
yield  annual  earnings  of  approximately  $1,500." 

This  figure  was  based  on  statistics  covering 
other  sections  of  this  country  and  Canada,  in 
which  living  costs  are  notoriously  higher  than 
in  New  Jersey. 

It  should  never  be  forgotten  that  conclusions 
of  this  type  are  always  worked  out  with  refer- 
ence to  a  family  of  five  members,  and  aggre- 


-4' 


{ 


gate  earnings  have  regularly  included  the  com- 
plementary contributions  of  members  of  the 
family  group  other  than  the  chief  bread  win- 
ner, just  as  aggregate  expenditures  have  cov- 
ered those  of  all  members  of  the  family  group. 
The  items  included  in  arriving  at  standards 
of  expenditure  have  regularly  been  food,  rent, 
clothing,  fuel  and  light,  furniture,  utensils,  taxes, 
insurance,  dues  and  contributions  (religious, 
charitable  and  otherwise),  books  and  newspa- 
pers, amusements,  liquors,  tobacco,  as  well  as 
expenditures  in  connection  with  sickness,  death 
and  for  other  purposes. 

In  adjusting  conclusions  of  this  type  to  the 
conditions  peculiar  to  a  given  area  as  well  as 
to  those  prevailing  in  a  particular  employment, 
due  regard  should  always  be  given  to  the  fol- 
lowing considerations: 

1.  The  normal  composition  of  the  fam- 
ily group  of  workers. 

2.  Complementary    family    earnings. 

3.  Value  of  provisions  made  by  the  em- 
ployer in  the  form  of  sick  benefits,  insur- 
ance payments  and  pensions,  as  well  as  the 
value  of  Workmen's  Compensation  pay- 
ments afforded  at  the  expense  of  the  em- 
ployer. 

The  data  showing  the  normal  composition  of 
family  groups  and  complementary  family  earn- 
ings have  been  tabulated  from  a  special  census 
of  trainmen  taken  by  Public  Service  Eailway 
Company  on  July  6th  last.  This  census  was  un- 
dertaken with  a  view  to  obtaining  accurate  sta- 
tistics upon  which  to  base  conclusions  affecting 
size  of  family,  earnings,  etc.  The  returns  re- 
ceived cover  about  90%  of  the  platform  men  in 
the  employ  of  the  Company.  The  work  was 
carefully  done  under  the  auspices  of  the  Com- 
pany's   Welfare    Department.      Returns    were 


< 


<    r 


A 


> 


~^  4^ 


89 


made  by  the  individual  trainmen  to  the  repre- 
sentatives of  the  Welfare  Department  in  each 
car  house  and  all  returns  were  taken  within  the 
limits  of  a  single  day.  Returns  were  solicited 
from  all  trainmen.  The  men  freely  responded 
and  with  the  exception  of  a  few  cases  the  re- 
turns were  unquestionably  accurate.  A  copy  of 
the  census  blank  is  appended.  The  Company 
will  be  glad  to  submit  on  request  all  of  the 
returns  to  the  scrutiny  of  the  National  War 
Labor  Board  or  of  an  accredited  representa- 
tive. 


CENSUS  BLANK. 

< 

r 

(Pace) 
WELFARE    DEPARTMENT— EMPLOYES    RECORD 

r 

^ 

NAME                                                            BADGE                        AGE 

CITY  OR 
ADDRESS                                                TOWN                        STATE 

DATE  ENTERED       MARRIED 
LOCATION                                 SERVICE                       SINGLE 

WIDOWED 
DIVORCED 

s 

^ 

^ 

MEMBERS  OF  YOUR  HOUSEHOLD 

NAMES 

RELATIONSHIP 

*                                         III 

WORKING? 

WEEKLY   EARNINGS 

< 

« 

(OVER) 

(Reverse) 

RENT  PER  MONTH  NOW?  $ 

RENT  PER  MONTH  A  YEAR  AGO?  $. 


IF   YOU   OWN   YOUR 
HOUSE,  STATE  AMOUNT^ 
YOU  PAY  YEARLY  FOR 


CO 
111 

X 
< 


ttl 

O 

Z  < 


UI 

o 

z 
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DC 
111  D 
DC  CO 


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Hi  Q.  DC 


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o 

h 


IF  SINGLE,  WHAT   DO  YOU   PAY  A  WEEK   FOR   BOARD  AND 
LODGI NG?    9 •  • 


WHAT  DID  YOU  PAY  A  YEAR  AGO?  |. 

(OVER) 


""W  ^'" 


90 


< 


91 


NORMAL  COMPOSITION  OF  FAMILY  GROUP  OF  PUBUC 

IVICE  RAILWAY  TRAINMEN. 


Analysis  of  the  returns  of  the  Company's 
special  census  shows  that  a  very  substantial 
proportion  of  platform  men  are  unmarried  and 
that  this  proportion  increases  as  we  go  down 
the  wage  scale  from  those  receiving  the  high- 
est  wages  to  those  receiving  the  lowest  wages. 
It  is  a  further  significant  fact  that  only  a  very 
small  percentage  of  the  platform  men  have 
families  of  five  or  more  members  and  that  a 
large  majority  of  the  latter  are  found  in  the 
highest  wage  group.  The  vast  majority  of  the 
men  are  members  of  families  numbering  four 
or  less. 

The  equities  of  the  situation  require  that  in 
any  wage  adjustment  due  regard  be  given  to 
the  normal  size  of  the  household  whose  stand- 
ard of  comfort  is  dependent  on  the  annual  earn- 
ings yielded  by  the  wage  rate  awarded.  The 
following  Public  Service  Eailway  census  table 
shows  the  average  size  of  households  by  ser- 
vice groups,  with  a  showing  of  the  percentage 
relation  of  families  of  different  sizes  to  the 
total  of  married  men  in  each  group. 


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92 


'Flic  u'ra])}rK'  r('])i'os('iitati()ii  \\lii('}i  follows 
l>rinu's  out  tlic  most  si^'iiilicaut  facts  (1c\'('1o])(m1 
ill  the  above  tal)ulatioii. 


>43«nM3  »  griKONV 


> 


i- 


•H  .f 


93 


A   detailed  stalenieiit  follows,  ,u'iviii<i:  tlie  mar- 
ital   condition    of    traiiiineii    emi^loved    ])v    Pub- 

it  • 

lie  Seiviee  iJailway,  as  shown  by  the  sjx'cial 
census.  A  .i;-ra])hic  r(^])resentati()n  of  these 
liiA'ui-es  is  _i;i\'en  on  tlu*  sueceoding  pag'e. 


INTENTIONAL  SECOND  EXPOSURE 


Av 


92 


The  graphic  representation  which  follows 
brings  out  the  most  significant  facts  dovolopod 
in  the  above  tabulation. 


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93 


A  detailed  statement  follows,  giving  the  mar- 
ital condition  of  trainmen  employed  by  Pub- 
lic Service  Railway,  as  shown  by  the  special 
census.  A  graphic  representation  of  these 
figures  is  given  on  the  succeeding  page. 


\ 


94 


95 


rEia'p:xT.\(;K  of   italic  skkvick   hailwav  tkainmen. 

BY    AGE:S,    who    are    MARHIEIX 
Ccnsufi.  July  6,   19 IS. 


Age 

Total 

JMarriod 

% 

►Siiiglo 

18 

5 

,  . 

5 

19 

93 

0 
o 

:].2 

:i(! 

lio 

146 

16 

ll.O 

13(1 

21 

146 

48 

32.9 

[ts 

22 

91 

52 

53.fi 

■If) 

23 

98 

47 

48.0 

51 

24 

9« 

62 

fit.fi 

:u 

L'r> 

82 

57 

fi!>.r> 

2-;> 

2^ 

97 

72 

H  2 

2.". 

27 

107 

86 

SH.  t 

21 

2S 

127 

104 

M.'i 

2'J 

Hi 

129 

S7.2 

1? 

30 

88 

80 

;>  1 . 0 

8 

n 

92 

85 

OL'   } 

1 

'.V2 

91? 

76 

ho.u 

il* 

'{ '•' 

1  1-' 

112 

78.8 

30 

34 

1*^:: 

81 

7!',  1 

1'  i 

35 

i-ii 

106 

8S.4 

1  ! 

36 

yS 

83 

87.4 

l: 

37 

92 

76 

S2.6 

Ifi 

38 

81 

78 

''"'"',2 

8 

3!) 

65 

56 

86.2 

9 

40 

72 

62 

86.2 

10 

41 

73 

64 

87.7 

9 

42 

81 

69 

85.2 

12 

43 

65 

58 

89.2 

7 

44 

59 

51 

86.4 

8 

45 

56 

48 

85.7 

8 

46 

63 

56 

88.0 

7 

47 

36 

35 

!"'  7  1! 

1 

48 

52 

47 

90.4 

e 

49 

45 

38 

s{  1 

7 

50 

66 

56 

84.9 

10 

51 

31 

27 

87.1 

4 

52 

41 

35 

85.4 

6 

53 

22 

20 

90.9 

2 

54 

30 

28 

93.4 

2 

55 

20 

15 

75.0 

5 

56 

13 

12 

92.3 

1 

57 

17 

15 

88.2 

2 

58 

22 

20 

90.0 

2 

59 

17 

16 

94.1 

1 

fill 

17 

14 

82. 4 

3 

AveraK'^  Ac^ 

«"  1 

11 

10 

90.9 

1 

34.06  Years 

u'l 

11 

10 

nn  n, 

1 

63 

12 

10 

83.  J 

2 

64 

4 

4 

100.0 

,    , 

65 

7 

6 

85.7 

1 

66 

4 

4 

100.0 

,   , 

67 

4 

4 

100.0 

68 

2 

1 

50.0 

1 

not  given 

29 

16 

55.2 

13 

Total    

;;;,i:"" 

:'.355 

841 

■  '». 


•      .1 


(- 


I 


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f 


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^     hhOvI   •   CVOC- 


INTENTIONAL  SECOND  EXPOSURE 


f 


94 


95 


PERCENTAGE   OF    PUBUC    SERVICE    RAILWAY    TRAINMEN. 
BY  AGES.   WHO  ARE  MARRIED. 

Census,  July  6,  1918. 


Age 

Total 

Married 

% 

Single 

IS 

5 

m-  m 

«  tt  • 

5 

If 

93 

3 

3.2 

90 

m 

146 

16 

11.0 

130 

u 

146 

48 

32.9 

98 

n 

97 

52 

53.6 

45 

23 

98 

47 

48.0 

51 

24 

96 

62 

64.6 

34 

2S 

82 

57 

69.5 

25 

St 

97 

72 

74.2 

25 

27 

107 

16 

80.4 

21 

28 

127 

104 

81.9 

23 

2f 

148 

129 

87.2 

19 

M 

8S 

80 

9L0 

S 

31 

92 

85 

92.4 

7 

32 

95 

76 

80.0 

19 

33 

142 

112 

78.8 

30 

34 

192 

81 

79.4 

21 

3S 

129 

106 

88.4 

14 

36 

95 

83 

87.4 

12 

37 

92 

76 

82.6 

16 

38 

81 

73 

90.2 

t 

39 

6i 

56 

86.2 

9 

4® 

71 

62 

86.2 

10 

41 

73 

64 

87.7 

9 

42 

81 

69 

85.2 

12 

43 

66 

58 

89.2 

I 

44 

59 

51 

86.4 

S 

45 

56 

48 

85.7 

8 

46 

63 

56 

88.9 

f 

47 

36 

35 

97.2 

1 

48 

.52 

47 

90.4 

i 

4f 

45 

38 

84.4 

7 

5# 

6f 

56 

84.9 

10 

51 

31 

27 

87.1 

4 

52 

41 

35 

85.4 

« 

53 

22 

20 

90.9 

2 

54 

39 

28 

93.4 

2 

55 

2§ 

15 

75.0 

f 

66 

11 

12 

92.8 

1 

57 

1'7 

15 

88.2 

2 

58 

22 

20 

90.9 

2 

59 

IT 

If 

94.1 

1 

ffii 

17 

14 

82.4 

3 

Average  Age 

CI 

11 

10 

90.9 

1 

34.06  Years 

§2 

11 

10 

90.9 

1 

63 

12 

It 

83.4 

2 

64 

4 

4 

100.0 

*  f 

65 

7 

6 

85.7 

I 

m 

4 

4 

100.0 

•'  • 

m 

4 

4 

100.0 

w    • 

68 

2 

1 

50.0 

1 

Affe  not  given 

29 

16 

55.2 

13 

4' 


Total: 


■  •'■«« 


3.196 


2.356 


841 


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97 


Beference  to  the  above  table  shows  that 
mSl%  of  the  platform  men  are  unmarried.  The 
percentage  of  men  unmarried  ranges  from  48.25% 
in  the  case  of  those  in  the  lowest  service  group 
down  to  13.90%  in  the  case  of  those  in 
the  highest  service  group.  Of  the  total 
married  men,  less  than  28%  had  three  children 
or  more.  In  the  case  of  the  lowest  service 
group  less  than  20%  of  the  married  men  had 
three  children  or  more.  In  the  oldest  service 
group  about  33%  had  three  children  or  more. 
Striking  an  average  for  the  total  of  3,196  men 
whose  returns  are  recorded  in  our  census,  it 
wiU  be  seen  that  the  average  household  consists 
of  3.11  *  members.  Confining  attention  to  the 
married  men  only,  the  average  family  is  one  of 
3.86  *  members.  It  will  be  noted  further  that  the 
average  size  is  largest  in  the  case  of  the  oldest 
service  group  and  smallest  in  the  case  of  the 
youngest  service  group,  ranging  from  4.08  mem- 
bers in  the  former  to  3.53  in  the  latter.  It  is 
a  fact  of  added,  though  obvious  interest,  that 
the  average  age  of  employees  rises  as  we  ad- 
vance through  the  successive  service  groups, 
ranging  from  26.51  in  the  case  of  the  lowest 
service  group  to  41.25  in  the  case  of  the  highest 
service   group. 

(See  Appendix  3.) 

The  figure  for  the  average  size  of  family 
among  the  3,196  platform  men  from  whom  cen- 
sus returns  were  received  is  substantiated  by 
the  Welfare  Department's  Statistics  covering 
cases  of  illness  or  injury,  showing  dependents. 
These  figures  cover  3,844  cases  of  disability  dur- 
ing the  years  1915,  1916  and  1917.  Of  this  ag- 
gregate there  were  2,335  cases  showing  depend- 
ents.    The  average  number  of  dependents  per 


See  Table,  imge  101. 


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case  showing  dependents  was  2.452.  If  we  add 
to  this  last  figure  another  unit  covering  the  hus- 
band we  get  an  average  family  of  3.452. 

In  the  light  of  these  facts,  it  would  seem  that 
the  establishment  of  a  wage  rate  which  would 
yield  aggregate  annual  earnings  sufficient  to 
maintain  a  family  of  five  in  comfort  should  not 
be  applied  to  the  peculiar  situation  of  a  group 
of  employees  in  which  the  five-member  family 
is  not  an  actuality  except  in  a  small  minority  of 
cases.  The  wage  rate  should  actually  be  ad- 
justed with  reference  to  the  prevailing  condi- 
tions of  the  locality  and  of  the  employment,  and 
an  adequate  deduction  should  be  made  from  the 
standard  earnings  set  for  a  family  of  five  so  as 
to  yield  a  figure  applicable  to  the  normal  family 
in  the  general  employment  concerned. 

Such  a  figure  can  only  be  approximated;  and 
it  should  err  on  the  side  of  an  underestimate. 
With  this  in  mind,  we  may  safely  base  our  calcu- 
lations merely  on  outlays  for  food  and  clothing, 
ignoring  all  other  items  of  expenditure  to  which 
the  presence  of  every  additional  child  surely 
makes  an  appreciable  addition. 

It  will  be  remembered  that  the  very  recent 
careful  investigations  of  family  budgets  covering 
conditions  in  the  territory  of  Public  Service 
Railway,  show  family  annual  expenditures  rang- 
ing from  $1,200  to  $1,400.  Accepting,  however, 
for  the  purposes  of  this  calculation  the  highest 
estimate  of  $1,500  which  has  appeared  as  a  lib- 
eral family  budget,  and  allotting  40%  of  this 
to  food  cost  and  15%  to  cost  of  clothing,  we  get 
joint  family  outlays  for  these  items  amounting 
to  $825.00.  Applying  Professor  Jaffa's  scale  of 
distribution  of  food  outlays  for  the  various  mem- 


^ 


>- 


98 


bers  of  a  family  made  up  of  husband,  wife  and 
three  children,  the  shares  would  be  as  follows : 
Husband,  1.0  part 

Wife,  .8  part 

3  Children,  1.8  parts 

Worked  out  in  terms  of  dollars  and  cents  the 
result  would  be  as  follows: 

Husband,  $229.17 

Wife,  183.33 

3  Children,  412.50 

Dividing  the  total  for  the  children  by  three, 
we  get  an  average  outlay  per  child  of  $137.50. 
Applying  to  this  the  figure  (1.14)  representing 
the  difference  between  the  five-family  standard 
and  that  now  prevailing  among  Public  Service 
Railway  trainmen,  we  get  a  total  of  $156.75. 

Italails  of  calculation  are  given  below: 
Total  Family  Budget |1600 

40%  for  Pood 1600 

15%     ••     Clothing 225 

1825  Total  for  Pood  and  Clothing 
Basis  of  Distribution  Among  Members  of  Family  Group: 

Husband i.o  part 

Wife  8     " 

Ist  Child 7     " 

2d  Child 6     " 

3d  Child .5     " 

3.6  parts  to  be  divided 

Husband  gets 27.78% 

Wife  gets 22.22 

1st  Child  gets 19.441 

2il  Child  g«!tt 16.671 50%  for  3  children 

3d  Child  gets 13.89J 

Total 100.00% 

Average  per  Child 16.66% 

Average  per  Child  In  Dollars  and  Cents ....  $137.50 

So-called  Normal  Family g       members 

Public  Service  Railway  Normal  Family...  3.86 

Difference ' .  1 14 

Allowanise  for  1.14  children |166.*76 


•  I    • 


A 


h 


•    i    • 


«        V 


"^ .  I   'y^ 


A 


^ 


F^' 


\ 


^.- 


l^ 


^ 


99 


It  may  be  urged  in  contravention  of  the  rule 
just  sot  up  that  the  normal  family  should  be  one 
of  five  members,  whether  it  actually  is  or  not; 
that  adequate  provision  should  be  made  for  a 
family  of  this  size  in  order  that  families  of  sub- 
normal size  may  find  it  possible  to  increase  up 
to  the  normal  limit  without  suffering  a  lowering 
of  their  customary  living  standard.  This  argu- 
ment would  hold  if  it  were  true  that  increased 
earnings  could  be  expected  to  lead  to  such  a  re- 
sult. Everyday  experience  points,  however,  to 
an  opposite  outcome.  It  is  a  commonplace 
among  those  who  have  given  attention  to  the 
facts  of  increasing  earnings  and  family  increase, 
that  the  size  of  the  family  varies  inversely  with 
size  of  income  and  that  an  improved  standard  of 
living  does  not  come  to  fruition  in  a  greater 
number  of  children. 

The  following  quotations  are  typical  of  conclu- 
sions in  this  regard  and  are  urged  generally  by 
thinkers  along  social  and  economic  lines: 

"When  some  chance  of  better  conditions  is  visible;  when 
a  better-paid  occupation,  education,  some  savings  and  some 
accumulation  appear  within  reach;  when  it  is  seen  that  more 
mouths  to  feed  mean  a  lessening  possibility  of  utilizing  such 
an  opportunity,— then  the  propensity  to  multiplication  is  more 
and  more  held  in  check." 

(Taussig:    Principles  of  Economics— II— page  231.) 

"In  the  opinion  of  most  contemporary  economists  the 
standard  of  living  is  an  effective  means  of  control  over  the 
growth  of  population,  and  the  tendency  among  progressive 
countries  is  for  standards  to  rise  and  to  insure  to  the  rank 
and  file  of  the  population  ever  larger  command  over  the 
material  conditions  necessary  to  happy  homes  and  happy  lives. 
This  opinion  must  be  accepted,  if  at  all,  on  the  strength  of 
general  considerations  and  of  the  undoubted  fact  that  the 
real  earnings  of  the  manual  laboring  class  are  larger  than 
at  any  previous  state  in  the  world's  history.  The  primary 
cause  of  their  improvement  has  been  the  improved  methods 
of  production  that  have  been  referred  to  frequently  in  these 
pages.  Rising  standards  of  living  have  doubtless  been  a 
secondary,  cause,  since  it  is  highly  probable  that  but  for  them 


'"( 


y 


100 


f\ 


population  would  hare  kept  pace  with  the  new  methods  and 
prevented  the  earning  capacity  of  the  bare-handed  workman 
from  increasing." 

(Seager:    Economics— Briefer  Course— pages  213  and  214.) 

"The  maintenance  of  a  standard  of  comfort,  raised  more 
or  less  above  that  which  was  necessary  for  life  and  efficiency 
would  necessarily  involve  a  check  to  the  growth  of  popula- 
tion at  a  rather  earlier  stage  than  would  have  been  reached 
if  family  expenditure  had  been  directed  on  the  same 
principles  as  is  the  expenditure  on  the  nurture  and  training 
of  horses  or  slaves." 

(Marshall:   Principles  of  Economics— 6th  edition,  page  691.) 

"So  far  as  the  birth-rate,  however,  is  concerned,  in  most 
civilized  countries  it  is  clear  that  a"  rise  in  wages  and  of 
the  standard  of  comfort  and  intelligence  is  at  present  at- 
tended by  a  diminution  in  the  growth  of  workers,  and  that 
this  tendency  is  not  adequately  offset  by  reduction  of  infant 
mortality  and  increased  longevity  of  workers." 

(Hobson:    The  Industrial  System.    Page  65.) 

"As  fixed  class  distinctions  fade  out,  people  cease  to  be 
guided  by  the  traditional  standard  of  comfort  of  their  class. 
It  is  no  longer  enough  to  live  as  father  and  mother  lived. 
Wants  and  tastes  once  confined  to  the  social  elect,  spread 
resistlessly  downward  and  infect  the  masses.  Tidal  waves 
of  imitation  carry  the  craving  for  luxuries  hitherto  looked 
upon  as  the  prerogative  of  the  rich  among  millions  of  people 
of  limited  means,  and  these,  in  their  selfish  haste  to  gratify 
new  wants,  learn  to  economize  in  offspring.  Here  the 
decencies,  there  the  comforts,  yonder  the  vanities  of  life 
compete  with  the  possible  child  and  bar  it  from  existence." 
(Ross:    Changing  America.     Page  39.) 

COMPLEMENTARY  FAMILY  EARNINGS. 

In  all  of  the  budgetary  studies  upon  which 
reliance  has  been  placed,  it  has  been  the  practice 
to  include  under  the  earnings  devoted  to  budget- 
ary requirements,  all  contributions  by  any  mem- 
ber of  the  family  group.  In  order  to  develop 
data  for  comparative  purposes,  as  well  as  to 
reach  a  measure  of  what  might  normally  be  ex- 
pected to  be  earned  in  an  average  family  by 
other  members  than  the  husband  or  father,  the 
following  tabulation  of  Public  Service  Railway 
census  data  has  been  prepared  to  show  comple- 
mentary earnings  in  the  families  of  platform 


V. 


< 


-A. 


\ 


-( 


PUBLIC  SERVICE  RAILWAY  COMPANY 
BUS  DATA  SHOWINQ  AVERAGE    SIZE   OP  HOUSEHOLD   BY   AGE   AND    SERVICE   GROUPS,    WITH  COMPLEMENTARY  EARNINGS. 


AU  IJmployeas 


Mb 
s    ft    ^ 


9 

5 
o 


II  1^1  1^1 


a 


ii 


3  uf^ 


6S  loS  S>l    ^11 


itlft  wtf  •  Ie  no  cMldren 


••        '••  ••  one  chlM 

M        ii  ft  1^^  children 

«•        •'  •*  tlMr*«     ** 

••  ••  fmir      •• 


ii 


••       fi 


•i       •• 


'live 


6M  1048  S8  1101  29 

141  IttS  43  im  H 

Sit  laiS  IS  2284  108 

111  141S  18  1428  101 

184  884  I  f8f  88 

ii  ilT  8  §88  84 

&oirer   ft  877  8  883  148 


1432.00 

877.00 

1363.00 

1108.00 

904.00 

896.00 


I  .83 

1.62 
2.46 

3.91 
6.61 
6.66 


1426.00   14.40 


Totml  nmrrled  men 


Stagi*  iii«ii 


3356    9098     141       8237     613     $6804.00 


841    •841     731       1183     176       2777.00 


ramrrlid  men 
glagla  umii 

AM  vwa 


3188    8937     881     10799     789     19681.00 

3.86      .08        3.82      .28  |2.89 

1.00      .88       1.88      .21  3.30 


3.11      .27        3.38      .38 


13.00 


%  Itorrled  men 


73.69 

28.31 


Service  Ist  to  6th  Month,  Inclusive 


id's 
S     "S^S      2 


S 

oo    tjSfl 


a 
« 


s 

o 
O    a 

d)  }n  tl 


107  214  16  230  13  1245.00  $2.29 

118  364  8  369  6  36.00  .30 

98  393  6  397  12  228.00  2.33 

43  216  0  216  12  120.00  2.79 

18  108  0  108  4  61.00  2.88 

8  66  0  66  3  30.00  3.75 

7  88  0  68  8  63.00  9.00 


399      1407        26      1433        57       8772.00 


372     •372      366       738     107       1857.00 


771     1779     392     2171     164     12629.00 

3.63      .06      3.69      .14  $1.93 

1.00      .98      1.98      .29  4.99 


2.31      .61      2.82      .21 


13.41 


61.76 
48.25 


Service  7th  Month  to  5th  Year,  Inclusive 


OB 


U 
0 

B 

Z 


c  *"  © 

o3  n  ^ 
n  >:3 


m 


s 


■«->  Q 
S3 

o  o 


o 

:00 


bO 


^( 


S®  r 


s 
p 

^      IB 

5^H 


123 
222 
153 
64 
36 
17 
14 


246 
666 
612 
320 
210 
119 
117 


11 

11 

5 

2 

1 
1 
0 


257 
677 
617 
332 
211 
120 
117 


3 
14 

8 
11 

0 

3 
14 


I  83.00   I  .27 
182.00    .82 


93.00 

136.00 

.00 

34.00 

114.00 


.61 
2.13 

.00 
2.00 
8.14 


628   2290   31   2321   53   $592.00 


238   ^238   253   491   63    737.00 


866   2528   284   2812   106   $1329.00 

3.65   .05   3.70   .08     $  .94 
1.00  1.06   2.06   .22      3.10 


2.92   .33   3.25   .12 


$1.63 


72.62 
27.48 


Service  Over  Five  Years 


« 
.o 

B 

3 


td  mu 

06  >^ 

O 


m 


s 


•d 

•as 

o  o 


9 
9 

jj53 


s 

S 

a 

o 

Compleme 

Weekly 

Earnings 

Average  C 

Weekly 

Earnings 

284  568 

282  846 

290  1160 

170  850 

110  660 

64  448 

76  674 


24  592 

24  870 

10  1170 

11  861 
2  688 
1  '449 


6   680   120 


12  $  154.00  $  .54 

61  723.00  2.56 

82  983.00  3.39 

79  812.00  4.78 

84  863.00  7.75 

47  618.00  8.09 

1209.00  15.91 


Service  Not  Stated 


9 

Xi 

B 

Z 


l§g 

eiau 

on  ►a 
3r»"S 


& 
9 

xa 


■d   cd-S 

B3 


043  ** 


s 

G 
9 

sJbS 


w^g  S   6w  ^6§  6^1 


1276  5206   78   5284   485   $5252.00 


206   *206   97   303   16    183.00 


1482  5412   175   5587   501   $5435.00 

4.08   .06   4.14   .38     $4.12 
1.00   .47   1.47   .08      .89 


3.65   .12   3.77   .34 


$3.67 


86.10 
13.90 


10 
19 
12 
6 
1 
2 
2 


20 
67 
48 
30 
f 
14 
18 


2 
2 
2 
0 
0 
0 
0 


22 
6^ 
60 
30 
« 
14 
18 


1 

6 
3 
0 
1 
4 


26   •26   6   30   0 


$  .00 

37.00 
69.00 
38.00 
.00 
14.00 
40.00 


62   193   6   199   18   $188.00 


.00 


77   218   11  229   18   $188.00 


180.01 


100.00 


100.00 


100.00 


•■'■liliiiiiifiriiii! iiiiiiiiiiiiiiii— 


102 


Scnitiiiy  of  this  table  will  show  that  the  aver- 
age  weekly  earnings  in  all  households  due  to 
others  than  the  chief  contributor,  amount  to 
$3.00,  Considering  only  the  married  men,  the 
average  for  each  household  is  $2.89.  This 
average  figure  for  complementary  earnings 
varies  directly  with  length  of  service.  In  the 
lowest  service  group,  the  average  complemen- 
tary weekly  earnings  are  $3.41.  This  drops  in 
tie  case  of  the  middle  service  group,  but  in- 
creases in  the  highest  group  to  $3.67.  A  more 
significant  fact  than  this  is  that  the  average 
complementary  weekly  earnings  increase  with 
the  size  of  the  family,  ranging  from  the  low  sum 
of  82c  per  week  in  the  case  of  families  without 
children  to  $14.40  per  week  in  the  case  of  the 
relatively  few  families  with  six  or  more  children. 
If  we  reduce  the  average  weekly  figure  of  $3.00 
for  all  households  to  an  annual  basis,  we  get  a 
resulting  sum  of  $156.  At  another  point  in 
this  brief  it  is  shown  that  the  aver- 
age earnings  in  1917  of  those  who  were  in  the 
employ  of  the  Company  throughout  that  year 
amounted  to  $1,046.  Comparing  the  complemen- 
tary earnings  of  $156  with  the  average  annual 
earnings  per  man,  of  $1,046,  we  find  that  the 
former  represents  14.9%  of  the  latter.  In  the 
light  of  other  budgetary  studies  this  result  seems 
to  be  an  entirely  reasonable  one. 

In  the  Chapin  study  of  the  standard  of  living 
in  New  York  City  58%  of  the  families  with  an- 
nual income  ranging  from  $700  to  $1,100  (246 
families)  had  earnings  from  other  sources  than 
the  chief  bread-winner.  In  the  $700  to  $800 
group  the  husbands  account  for  89%  of  the  total 
income.  In  the  $800  to  $900  group  the  husbands 
account  for  84%  of  the  total  income.  In  the 
$900  to  $1,000  group  the  husbands  account  for 


V 


<. 


'""^ 


V 


^ 


< 


-4 


< 


t 


a  A 


^'■ 


>- 


K 


y 


y 


^4 


103 


85%  of  the  total  income.  In  the  $1,000  to  $1,100 
group  the  husbands  account  for  82%  of  the  total 
income.  The  workers  were  for  the  main  part 
laborers,  teamsters  and  garment  workers.  It 
would  be  a  fair  approximation  to  say  that  in 
general  15%  of  the  family  income  was  con- 
tributed by  other  members  of  the  family  than 
the  husband. 

Mrs.  L.  B.  More's  study  of  wage  earners'  bud- 
gets yields  the  following: 


Total 

Husband's 

Total 

Average 

Income  of 

Family 

Earnings  %  of 

Families. 

Size. 

Husband. 

Income. 

Total  Income. 

200 

5.6 

$540.65 

$851.38 

63.5% 

A  tabulation  of  the  composition  of  in- 
come, based  on  the  British  Board  of  Trade's 
study  in  this  country  of  living  conditions  of  the 
wage  earning  population,  yields  further  confirm- 
atory evidence.  The  following  table  (drawn 
from  the  41st  Annual  Keport  of  the  Massachu- 
setts  Bureau  of  Statistics)  covers  family  data 
for  Newark,  Paterson,  Philadelphia,  Boston  and 
the  cotton  cities  of  New  England,  1910-1911 : 


^ 


y 


pppPR 


■g|iiii#it*iiipilliaw»iwiiii<lM^^^^^  I "ill illllUJi 


104 


"X 


105 


COMPOSITION  OF  FAMILY  INCOME. 

From  "Uving  Conditions  of  the  Wage  Earning  Population" 
llffttftu  of  Statistics.  Annual  Report,  Vol.  41,  part  3,  1911. 
(Covering  Newark,  Paterson,  Philadelphia,  Boston  and  also 
Cotton  aUes  of  New  England— 1910-1911) : 


Average  Weekly  Income. 


M  -IM  13 

O  £3  O' 

®  5  o 

l>  A  iSl 


m 


d 

s 

M 
Q 


|4 

o 


-I  "3 


Under  $9.73...     «7    18.16    10.26    $0.19    |0.14 
19.73  ft  under 

11.63 


|t4li 632 

114.60  ft  under 

$19.47 1036 

119.47  ft  under 

$24.33 546 

$24.33  ft  under 

$29.20 437 

119  JO  ft  under 

$34.07 224 

114.07  ft  und«r 

$38.93 131      19.98 

$38.93  ft  above    243 


15.16 
17.14 

19.  IX 

19.14 


0.25 
0.29 
0.27 
0.55 
0.30 


0.44 
23.24      0.36 


0.41 

0.91 

2.69 

4.40 

9.32 

11.72 
24.03 


0.22 

0.63 

1.40 

2.04 

2.62 

3.99 
3.60 


$  8.76  93% 

12.42  93% 

16.99  89% 

21.51  80% 

26.10  73% 

31.38  61% 

36.13  55% 

50.33  46% 


Further  confirmation  is  afforded  by  a  tabula- 
tion of  family  earnings  covering  496  families 
chosen  at  random  from  the  schedules  returned 
to  the  United  States  Bureau  of  Labor  Statistics 
for  shipyard  workers  in  the  New  York  and 
Philadelphia  districts.  The  following  were  the 
results : 

Total  earnings  of  husbands $581,629.60 

Ttttal  family  earnings 681,159.17 

Husbands'  percentage  of  total 85.4% 

The  resulting  percentage  of  14.6  for  income 
other  than  that  earned  by  the  husband,  almost 
coincides  with  the  figure  yielded  by  the  Public 
Service  Eailway  census  (14.9%). 

In  view  of  the  results  of  these  investigations 
it  would  seem  reasonable  to  make  due  allow- 
ance for  complementary  family  earnings  in  de- 


^ 


<    y 


"^. 


^ 


^ 


~^ 


-< 


y 


i      "i 


y 


K 


V 


y 


y 


-<      y 


termining  the  earnings  of  the  chief  bread-win- 
ner by  judicial  award.  If  we  fix  the  necessary 
income  of  a  family  of  5  at  $1,500  there  is  no 
doubt  that  approximately  14%  of  this  income 
should  be  represented  by  the  complementary  con- 
tributions of  the  family  group.  The  resulting 
sum  would  amount  to  $210.  This  amount  should 
be  deducted  from  the  $1,500  standard  in  order 
to  arrive  at  a  figure  for  adequate  aggregate 
earnings  of  the  family 's  chief  bread  winner. 

RELATION  OF  THE  RAILWAY    COMPANY'S    WELFARE 

AND  PENSION  PLANS  TO  THE  DETERMINA- 

TION  OF  AN  ADEQUATE  WAGE. 

The  value  of  the  railway  company's  welfare 
plan  to  trainmen  and  its  bearing  on  the  matter 
of  a  living  wage  is  a  material  factor  which 
must  be  given  consideration.  The  welfare  plan 
covering  sick  benefits  and  pensions  is  conducted 
and  financed  at  the  expense  of  Public  Service 
Railway  Company.  It  is  generally  recognized 
that  an  adequate  living  wage  must  make  possible 
provision  against  loss  of  income  and  expenses  in- 
curred duriQg  the  illness  of  the  chief  bread  win- 
ner or  other  members  of  the  family;  must  insure 
at  least  a  part  of  the  bread  winner's  income  in 
case  of  accident  and  must  make  some  provision 
by  which  he  can  retire  in  old  age,  when  he  can 
no  longer  perform  the  duties  incident  to  his  em- 
ployment. If  these  safeguards  must  be  pro- 
vided entirely  by  the  workman,  his  wages  should 
be  larger  than  where  such  protection  is  paid  for 
by  the  employer. 

For  a  number  of  years  Public  Service  Railway 
has  had  in  force  a  welfare  plan  providing  pro- 
tection of  health  and  superannuation  insurance. 
Under  the  welfare  plan  which  has  been  in  force 


^A.     y 


^ 


y 


-< 


^ 


106 


Bince  1911,  every  trainman  is  entitled  to  $1.00 
per  day  for  each  day  of  disability  after  the  ex- 
piration of  the  first  week  of  disability ;  provided, 
that  payments  on  this  account  shall  not  exceed 
Si  days  in  any  one  year.  It  is  seen  that  protec- 
tion against  illness  of  more  than  one  week  is 
afforded  for  a  maximum  period  of  approximate- 
ly fourteen  weeks  irrespective  of  whether  the 
illness  occurs  at  one  time  or  whether  the  train- 
man has  been  ill  on  several  occasions  during  the 
year. 

In  addition  the  welfare  plan  provides  that  a 
trainman  may  voluntarily  apply  for  a  pension 
at  the  age  of  sixty-five  years  provided  he  has 
been  in  the  service  of  the  company  for  twenty- 
live  years.  The  plan  entitles  him  to  receive  a 
pension  equal  to  1%  of  his  average  earnings  for 
the  ten  years  previous  to  the  date  of  his  retire- 
ment, multiplied  by  the  number  of  years  he  has 
spent  in  the  service  of  the  Company.  Thus,  for 
example,  a  man  who  has  been  in  the  service  of 
the  Company  for  thirty  years  and  whose  pay  has 
averaged  37i/^c  per  hour  in  the  ten  years  pre- 
ceeding  his  retirement,  would  be  entitled  to  a 
pension  equivalent  to  30%  of  this  rate  or  eleven 
mud  one-quarter  cents  per  hour.  This  plan,  how- 
ever, provides  that  the  minimum  pension  rate 
shall  be  $240  per  year  or  $20.00  per  month. 

Eight  hundred  and  fifty-six  trainmen,  or  ap- 
proximately 20%  of  the  total  number,  received 
side  benefits  during  the  year  1917.     The  same 

general    proportion     prevailed     in     preceeding 

vears 

The  average  amount  received  by  trainmen  in 
sick  benefits  in  1917  was  $19.83,  while  the  aver- 
age number  of  days  of  disability  of  those  re- 
ceiving benefits  was  25.8  days. 

•Plan  also  provides  protection  for  other  employees,  but 
for  the  sake  of  brevity  details  are  not  presented. 


-( 


A 


< 


■"^ 


M 


1 


y- 


y 


y 


K 


y 


107 


What  would  it  cost  the  trainmen  of  Public 
Service  Kailway  Company  to  purchase  the  de- 
gree of  protection  afforded  by  the  welfare  plan 
and  to  make  provision  for  their  old  age  equiva- 
lent to  that  afforded  by  the  Company's  pension 
plan! 

In  fixing  a  standard  of  wages  your  Honorable 
Board  will  give  due  regard  to  collateral  ques- 
tions such  as  the  money  value  to  the  worker  of 
the  welfare  work  and  pension  protection  af- 
forded by  the  Company.  If  the  men  must  make 
provision  for  loss  of  income  during  illness  and 
for  their  maintenance  in  their  old  age,  out  of 
their  earnings,  their  wages  must  be  higher  than 
would  be  the  case  were  this  protection  afforded 
by  the  Company. 

In  order  to  ascertain  the  value  of  the  pro- 
tection afforded  to  the  trainmen  of  Public  Ser- 
vice Railway  through  the  welfare  and  pension 
plans,  Mr.  J.  F.  Little,  *  Assistant  Actuary  of 
the  Prudential  Insurance  Company  of  America, 
was  requested  to  furnish  an  opinion  as  to  what 
it  would  cost  the  men  to  secure  an  equivalent 
amount  of  protection  through  one  of  the  recog- 
nized insurance  companies.  Mr.  Little's  opinion 
is  as  follows: 


James  F.  Little 
Assistant  Actuary 


The  Prude>ntiai  insurance  Company 

of   America 
Home  Office  Newark,  New  Jersey 

July  18,  1918. 
Mr.  E.  W.  Heillg,  Secretary, 
The  Welfare  Committee, 

Public  Service  Corporation  of  New  Jersey. 

Dear  Sir: 

I  have  examined  the  retirement  pension  plan  of  your 
Company  as  now  applied  to  trainmen  in  the  employ  of  the 
Public  Service  Railway  Co.  and  find  the  value  of  same  to  be 
equivalent  to  between  2%  and  3%  of  the  wages  paid  such 
employees. 


♦Fellow  of  the  Actuarial  Society  of  America,  Fellow  of 
the  Institute  of  Actuaries  of  Great  Britain  and  Ireland. 


1, 


^ 


106 


Tills  calculation  does  not  take  into  account  the  possibility 
tliiit  trainmen's  wages  miglit,  over  a  long  course  of  years, 
tend  to  increase  somewhat,  apart  from  the  increase  recently 
allowed.  Should  such  a  condition  preyail  in  the  future,  it 
/would  materially  add  to  the  ultimate  cost  of  the  pension 
scheme  and  the  value  to  the  employees  regarded  as  a  per- 
centage of  their  wages  would  be  increased.  It  is,  of  course, 
impossible  to  forecast  what  wage  conditions  will  be  many 
years  hence  and  it  is,  therefore,  impracticable  to  offer  any 
figures  on  the  subject. 

Very  truly  yours, 

JAMES  P.  LITTLE. 


Applying  Mr.  Little's  conclusion  that  it  would 
cost  from  2^o  to  3%  of  the  payroll  to  insure 
trainmen  to  the  extent  covered  by  the  welfare 
and  pension  plans  and  applying  these  rates  to 
the  annual  earnings  of  trainmen  as  disclosed  by 
the  studies  hereinbefore  set  forth,  we  are  able 
accurately  to  determine  the  allowance  which 
should  be  made  in  fixing  a  wage  standard  be- 
cause  of  the  welfare  and  pension  plans.  We 
shiill  apply  the  2%  rate  to  the  35c  wage  group, 
and  3%  to  the  40c  wage  group.  The  annual 
enfiimgs  of  the  trainmen  which  at  the  present 
time  fall  within  the  35c  wage  group  during  the 
year,  1918,  can  be  accurately  estimated  by  using 
the  number  of  hours  worked  in  the  year  1917, 
as  the  basis  of  the  computation.  The  determin- 
ation of  the  earnings  of  the  men  in  this  wage 
class,  as  used  in  the  following  tabulation,  was 
made  upon  this  basis  and  the  value  of  the  wel- 
fare and  pension  plans  was  calculated  by  tak- 
ing 2%  or  3%  (in  accordance  with  the  wage 
group)  of  the  assumed  annual  earnings. 


1 


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109 


VALUE  OP  WELFARE  PLAN  AND  PENSION  SYSTEM  OF 
PUBLIC  SERVICE  RAILWAY,  BASED  UPON   CALCU- 
LATION  OF  MR.   J.   F.   LITTLE,   ASSISTANT 
ACTUARY,     PRUDENTIAL    INSURANCE 
CO.    OF   AMERICA. 

Value  of  Welfare  and 
Pension   Plans    at    2% 
and  3%  of  PayroU: 
Annual  earnings  of  men  in  35c  wage 
class    in    1918    based    upon    hours 
worked  in  1917  at  35c  rate— $1237. .        (2%)         124.74 
Annual  earnings  of  men  in  40c  wage 
class    in    1918    based    upon    hours 
worked  in  1917  at  40c  rate— $1414. .         (3%)         $42.42 

Public  Service  Kailway  submits  that  in  de- 
termining the  wage  rates  for  its  trainmen  your 
Honorable  Board  should  credit  against  the  sum 
which  it  fixes  as  the  proper  amount  to  be  con- 
tributed by  the  chief  bread-winner  to  the  family 
income,  what  it  would  cost  every  trainman  to 
secure  the  protection  now  voluntarily  provided 
at  the  expense  of  the  Eailway  Company.  If 
this  protection  were  not  provided  by  the  Com- 
pany it  would  be  necessary  for  the  trainmen  to 
make  some  provision  through  the  ordinary  chan- 
nels of  insurance  to  secure  this  protection  for 
themselves  and  their  families.  We  assume  that 
the  calculations  of  your  experts  as  to  the  proper 
amount  of  the  family  income  includes  a  sum  for 
insurance  and  where  this  insurance  is  provided 
by  the  Company  at  its  own  expense  the  wage 
rate  should  manifestly  be  lower  than  where  it 
is  necessary  for  the  worker  to  make  provision 
on  his  own  account 

CONSIDERATION  TO  BE  GIVEN  TO  THE  WORiCMEN'S 
COMPENSATION  ACT  IN  DETERMINING  WAGE  RATES. 

Since  the  Workmen's  Compensation  Act  be- 
came a  law  in  1911,  Public  Service  Kailway  has 
been  operating  under  the  so-called  **  Elective 
Compensation  Section"  which,  generally  speak- 


A 


y 


h 


110 


ieg,  provides  compensation  for  all  injuries, 
"arising  out  of  and  in  the  course  of"  the  em- 
ployment, together  with  medical  and  hospital 
services.  The  Act  provides  that  the  injured 
worker  is  entitled  to  medical  and  hospital  ser- 
vice and  to  medicine  during  the  first  two  weeks 
after  the  occurrence  of  the  accident ;  that  he  is  to 
receive  half  wages  during  temporary  disability, 
together  with  half  wages  for  varying  periods  of 
time,  depending  upon  the  circumstances  in  the 
case,  for  permanent  disability.  In  case  of  death, 
from  35%  to  60%  of  the  deceased's  wages  are  to 
be  paid  to  his  dependents  in  addition  to  the  ex- 
penses of  his  last  illness  and  the  cost  of  burial. 
No  contribution  is  required  from  the  worker 
under  the  Act,  the  entire  expense  being  borne 
by  the  employer.  Public  Service  Eailway 
through  its  own  voluntary  act  has  measurably 
increased  the  protection  to  its  trainmen  beyond 
that  covered  in  the  Act.  During  the  five  years 
from  1911  to  1915,  inclusive,  payments  to  the 
employees  on  account  of  injuries  were  approxi- 
mately 25%  in  excess  of  those  required  by  the 
J\.ct. 

Confining  the  measure  of  the  value  of  the 
protection  afforded  under  the  Workmen's  Com- 
pensation Act  to  the  explicit  provisions  of  the 
Act  itself,  and  excluding  altogether  the  extra 
protection  voluntarily  provided  by  the  Company, 
we  find  that  it  would  cost  trainmen  a  consider- 
able sum  to  provide  through  the  channel  of  the 
ordinary  insurance  companies  an  equal  degree 
of  protection.  The  Commissioner  of  Banking 
and  Insurance  of  the  State  of  New  Jersey  quotes 
a  rate  of  $1.44  per  $100  of  payroll  for  such  pro- 
tection. This  rate  has  been  confirmed  by  the 
Superintendent  of  the  Liability  Department  of 
the  Commercial  Casualty  Insurance  Company.  • 

*S«e  AfiMndiz  5,  and  Appendix  6. 


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111 


VALUE  OF  PROTECTION  FURNISHED  AT  THE  EXPENSE 

OF  PUBLIC  SERVICE  RAILWAY  COMPANY  UNDER 

THE  WORKMEN'S   COMPENSATION   ACT 

OF  NEW  JERSEY: 

Value  of  protection  un- 
der   Workmen's     Com- 
pensation Act  at    cost 
under  the  rates  of  In- 
surance Co.'s — 1.44%  of 
payroll. 
Annual  earnings  of  men  in  35c  wage 
class    in    1918,    based    upon    hours 
worked  in  1917  at  36c  rate— $1237. .  $17.81 

Annual  earnings  of  men  in  40c  wage 
class  in  1918,  based  upon  hours 
worked  in  1917  at  40c  rate— $1414. .  $20.36 

This  protection  is  of  value  to  the  employees 
and  should  be  considered.  The  above  items, 
however,  are  not  deducted  in  the  summary  on 
pages  114  and  115. 


THE  WORK  OF  TRAINMEN  CONSTITUTES  ONE  OF  THE 
MOST  HEALTHFUL  OCCUPATIONS. 

It  has  been  urged  that  wage  rates  as  between 
different  industries  should  reflect  to  a  consider- 
able extent  the  differences  in  the  healthfulness 
of  the  several  occupations.  Workers  in  lead 
works,  match  factories,  and  other  establish- 
ments where  occupational  diseases  are  preva- 
lent should  receive  a  higher  rate  of  compensa- 
tion than  prevails  in  industries  where  the  work- 
ing life  is  longer  and  the  risk  of  disability 
through  the  destruction  of  health  is  much  small- 
er. Other  things  being  equal,  the  more  health- 
ful the  occupation  the  lower  should  be  the 
wage  rate,  as  compared  with  other  industries 
employing  the  same  class  of  labor. 

The  work  of  trainmen  on  Public  Service  Rail- 
way is  performed  under  the  most  favorable  con- 
ditions.    With    the    exception    of    last    winter, 


A. 


i 


A 


>- 


112 


when  the  National  Fuel  Administration  acting 
in  the  public  interest,  restricted  the  heating  of 
cars,  it  has  been  the  practice  of  this  Company  to 
heat  its  cars  during  those  periods  of  the  year  in 
which  artificial  heat  was  required  to  make  them 
comfortable.  All  of  the  winter  cars  have  enclosed 
vestibules.  During  the  summer  months,  train- 
men are  working  in  the  open  air,  while  with 
the  exception  of  short  periods  during  the  rush 
hours,  ventilation  is  generally  good,  even  in  the 
winter  months.  The  general  healthfulness  of 
trainmen  is  clearly  indicated  by  a  comparison 
of  the  death  rate  for  the  State  of  New  Jersey 
with  that  of  trainmen  of  this  Company.  In  or- 
der to  secure  a  comparable  basis,  the  mortality 
statistics  as  reported  by  the  Federal  Census 
Bureau  have  been  reduced  to  show  as  nearly 
as  possible  the  proportion  of  deaths  among 
white  males  between  the  ages  of  twenty  and 
sixty-nine.  The  calculation  is  reproduced  as  Ap- 
pendix 7  of  this  brief.  Using  the  results  of 
this  calculation  to  indicate  the  proportion  of 
deaths  among  white  males  between  the  ages  of 
twenty  and  sixty-nine  in  the  State  of  New  Jer- 
sey and  comparing  them  with  mortality  records 
carefully  kept  by  the  Welfare  Department  of 
this  Company,  an  illuminating  comparison  can 
be  made. 


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113 


DEATHS  AND  DEATH  RATES  OBTAINING  IN   NEW  JERSEY 

COMPARED    WITH    THOSE    OBTAINING    AMONG    PUBLIC 

SERVICE     RAILWAY     TRAINMEN,     FOR     THE     MOST 

PREVALENT   DISEASES    OCCURRING    BETWEEN 

AGES   20  AND   69. 

State  of  New  Jer- 
sey Board  of  Health 
Report  1917,  jariving    P.  S.  Ry.  Co. 
data  for   1916         Trainmen  1917 
Rate  per  Rate  per 

M.  Popu-  M.  Em- 

Dlseasea  Deaths      lation         Deaths  ployees 

Tuberculosis    of    the    lungs    and 

other  forms  of  tuberculosis...  3,503  1.19  2           .53 

Orgranic  diseases  of  the  heart 2,880  .98  2           .53 

Acute  nephritis  &  Bright's  dis- 
ease     2,502  .85  t           .53 

Pneumonia  1,957  .67  1           .26 

Cancer     and     other     malignant 

tumors    1,747  .59  0 

Violent  deaths  (suicide  excepted)  1,606  .54  •«         1.56 

Cerebral  hemorrage  &  softening  1,396  .47  2            .53 

All  other  diseases    5,875  1.99  tl2          3.12 

Total  21.466  7.28  27  7.06 

Estimated  total  population,  2,948,016.     Total  trainmen,  3,824. 

•  Includes  industrial  accidents,  covered  by  workmen's  compensa- 
tion payments, 
t  No  one  disease  shows  more  than  one  case. 

The  average  death  rate  for  white  males  be- 
tween the  ages  of  twenty  and  sixty-nine  in  the 
State  of  New  Jersey  is  greater  than  the  death 
rate  among  Public  Service  trainmen. 


SUMMARY  OF  LOCAL  CONDITIONS  ON  PUBUC  SERVICE 

RAILWAY  WHICH  MUST  BE  CONSIDERED 

IN  nXING  WAGE  RATES. 

A  summary  of  conclusions  reached  under  the 
above  four  headings  affords  the  basis  for  de- 
termining the  average  trainman's  proper  con- 
tribution to  the  budgetary  requirements  of  the 
family  of  which  he  is  a  member.  Adopting  for 
purposes  of  calculation,  the  $1,500  standard  for 
a  family  of  five  members,  suggested  in  the 
Monthly  Eeview  of  the  U.  S.  Bureau  of  Labor 
Statistics,  April,  1918,  previously  referred  to, 
and  making  requisite  deductions  to  cover  condi- 
tions applying  on  the  Public  Service  Railway, 
we  arrive  at  the  following  result: 


y 


i 


standard  for  family  of  5 $1500.00 

Allowance  for  smaller  family $166.76 

*'  "     complementary    family    earn* 

Inss   210.00 

Hlnimum  allowance  for  welfare  and  pension 

plans 17.81         384.56 

Adequate  annual  earnings  per  trainman $1115.44 

WHAT  THE  TRAINMEN  EARNED  IN  1917. 

In  the  year,  1917,  when  the  wage  rates  ranged 
from  25  to  32  cents  prior  to  October  1st,  and  28 
to  34  cents,  after  October  1st,  trainmen  on  Pub- 
lie  Service  Railway  earned  the  following  aver- 
age amounts : 

(a.)  Men  now  in  35c  service  group, 
$827.00. 

(b.)  Men  now  in  40c  service  group, 
$1,140.00. 

These  averages  are  determined  from  reports 
made  by  the  Company  to  the  Collector  of  In- 
ternal Revenue,  showing  the  earnings  of  all 
trainmen  who  received  $800  or  over  during  the 
year  1917,  which  included  all  trainmen  who  had 
been  in  the  service  of  the  Company  throughout 
the  year. 

WHAT  THE  TRAINMEN  WILL  EARN  IN  1918. 

By  applying  the  rates  of  35  and  40  cents  an 
iomr  to  the  actual  number  of  hours  worked  by 
each  man  during  the  year  1917  and  striking  an 
average  for  each  group,  it  is  possible  to  de- 
termine the  earnings  of  trainmen  in  each  group 
during  the  year  1918. 

(a.)  Trainmen  receiving  35  cents  an  hour 
will  receive,  if  they  work  the  same  number 
of  hours  as  in  1917,  or  an  average,  $1,237. 

(b.)  Trainmen  receiving  40  cents  an 
hour,  working  the  same  number  of  hours  as 


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in    1917   would   earn,   at   this   rate,   on   an 
*  average,  durin^^  the  year, '$1,414. 

Trainmen  in  the  35-cent  group  would  receive 
in  the  course  of  the  year  about  $122  more  than 
is  necessary  to  insure  their  subsistence  and  that 
of  their  families  in  health  and  reasonable  com- 
fort. 

Trainmen  in  the  40-cent  group  would  receive, 
in  the  present  year,  $1,414,  or  about  $300  in  ex- 
cess of  the  sum  of  $1,115.44,  which  has  been 
shown  to  be  the  amount  necessary  to  insure  the 
welfare,  health  and  proper  comfort  of  a  train- 
man and  his  family. 

THE  SAVINGS  OF  TRAINMEN   ARE   PROOF  OF  THE 
ADEQUACY  OF  THE  WAGE  RATES. 

The  savings  of  trainmen  of  Public  Service 
Railway  show  significantly  the  adequacy  of  wage 
rates.  It  is,  of  course,  impossible  to  trace  all 
of  the  savings  of  these  men,  but  from  informa- 
tion in  the  possession  of  the  Company,  the  evi- 
dence is  indisputable  that  wages  are  sufficient 
to  enable  all  classes  of  trainmen  to  save  sub- 
stantial amounts,  especially  considering  the 
large  number  of  single  men,  and  the  average  age 
of  trainmen.  A  considerable  proportion  of  them 
own  or  are  buying  their  own  homes.  The 
special  census  before  referred  to  discloses  de- 
tails concerning  this  matter.  This  information, 
classified  by  service  groups,  is  as  follows: 


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117 


For  a  number  of  years  so-called  Savings  Clubs 
have  been  in  existence  among  the  employees  of 
Public  Service  Railway  Company.  Through 
these  clubs  a  large  portion  of  the  Company's 
men  save  a  part  of  their  weekly  wage. 

MEMORANDUM   CONCERNING  SAVINGS  OP   TRAINMEN 
IN  SAVINGS  CLUBS  OF  PUBUC  SERVICE  RAILWAY. 

1914  1915  1916  1917 

Total  Amt.  Deposited  $37,191.55  $61,483.59  $77,663.16  $63,952.10 

Total   Trainmen 3777  3688  4000  3872 

Total  No.  Depositors.     1346  1574  2324  2122 

Depositors  Per  Cent, 
of  Total   Trainmen    35%  40%  58%  56% 

Note:  Some  few  employees  other  than  trainmen  are  in- 
cluded in  the  depositors.  However,  Central  Division  train- 
men are  included  in  above  total  trainmen,  although  there  are 
no  savings  clubs  there  and  there  is  no  opportunity  for  men 
to  make  deposits  in  that  division.  Also  in  1914  and  1915 
there  were  no  savings  clubs  in  Southern  or  Bergen  Divisions. 

If  Central  Division  were  excluded  in  count  of  "Total  Train- 
men" in  all  years  and  Bergen  and  Southern  in  1914  and  1915, 
the  per  cent,  of  trainmen  who  are  depositors  would  be  as 
follows: 

1914  1915  1916  1917 

Total  Men  Available  as 

Depositors    2493  2772  3525  3454 

Depositors  Per  Cent,  of 

Total  Trainmen 54%  56%  65% 


A  large  per  cent,  of  the  trainmen  of  Public 
Service  Eailway  have  subscribed  to  one  or  more 
of  the  Liberty  Loans.  The  details  of  subscrip- 
tions by  trainmen  follow: 

MEMORANDUM  CONCERNING  SUBSCRIPTIONS  TO  FIRST. 

SECOND     AND     THIRD     LIBERTY     LOANS     AMONG 

TRAINMEN  OF  PUBUC   SERVICE  RAILWAY. 

First  Second  Third 
Loan.  Loan.  Loan.       Totals. 
No.  of  Trainmen  Subscrib- 
ing   •... 2108  675            1611           4394 

Amount  Subscribed $118,000  $36,800  $87,600    $242,400 

Average  Subscription  .. .     $55.98  $54.52  J54.38        $55.17 
Per  Cent,  of  Total  Train- 
men subscribing   54.62%  17.4%  41.7% 


118 


The  decline  in  the  number  of  trainmen  sub- 
scribing for  the  second  and  third  loans  is  ex- 
plained by  the  fact  that  under  the  plan  of  in- 
stallment payments,  the  first  loan  subscriptions 
had  not  been  fully  paid  when  the  second  and 
third  loans  were  floated. 

Some  of  our  employees  have  purchased  stock 
of  the  Company  as  shown  by  the  following: 

DATA   CONCERNING   SUBSCRIPTIONS   TO   PUBLIC   SER- 

VICE  STOCK— TRAINMEN. 
Per  Cent. 
No.  of  Trainmen    of  Total        No.  of         Average 


Year 
1913  .. 
1916    .. 


Subscribing.    Trainmen.    Shares.    Subscription. 


174 

150 

324 


4.3 
3.7 

4.5 


374 

562 

936 


2.1  shares 
3.8 


t< 


ij 


It  should  be  borne  in  mind  that  these  results 
were  accomplished  under  the  old  wage  rates. 
They  disclose  a  condition  of  which  this  Com- 
piny  is  proud.  As  a  whole  our  trainmen  live  in 
pleasant,  healthful  surroundings,  as  is  shown  by 
the  photographs  of  homes  of  men  selected  at 
random.  *  Judged  by  conditions  prevailing  in 
New  Jersey  among  the  native-^born,  the  families 
of  trainmen  are  normal.  Not  only  are  the 
trainmen  themselves  healthy  and  vigorous,  but 
tie  general  appearance  of  their  wives  and  chil- 
dren at  numerous  social  gatherings  proves  be- 
yond question  that  they  are  living  under  good, 
healthful  surroundings. 

This  Company  submits  that  the  primary  func- 
tion of  the  War  Labor  Board  is  to  see  that  the 
incomes  of  wage-earners  are  increased,  if  neces- 
sary, %  an  amount  sufficient  to  offset  the  in- 
creases in  living  costs  caused  by  war  condi- 
tions.   We  are  certain  it  is  not  the  purpose  of 


*Sm  Exhibit  "Photographs  of  Homes."* 


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the  Board  to  upset  business  conditions  by  mak- 
ing a  material  change  in  the  relative  standards 
of  living  of  the  various  classes  of  the  com- 
munity, or  to  embark  upon  social  experiments  at 
a  time  when  the  national  interest  so  clearly 
points  to  the  necessity  of  preserving  balanced 
relations. 

This  Company  submits  that  it  has  shown  that 
the  wages  of  the  trainmen  now  prevailing  upon 
this  property  are  sufficient,  and  urges  that  under 
existing  conditions  no  radical  changes  in  work- 
ing hours,  and  no  further  increases  in  wages 
are  justified. 

We  desire  to  call  attention  to  the  fact  that 
the  annual  earnings  of  trainmen  of  this  Com- 
pany, under  the  prevailing  wage-rates,  are  con- 
siderably higher  than  the  annual  earnings  fixed 
by  the  Eailroad  Wage  Commission  for  practical- 
ly all  employees  of  steam  railroads.  In  proof 
of  this  we  submit  the  following  graphic  com- 
parison. 


-< 


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Keeping  in  mind  the  sources  from  which  Pub- 
lic Service  Railway  trainmen  are  drawn — large- 
ly laborers,  teamsters  and  clerks — a  comparison 
between  their  earnings  and  those  of  most  of 
the  employees  of  steam  railroads  is  startling. 
Attention  is  called  to  the  fact  that  if  we  except 
engineers,  firemen  and  conductors,  practically  no 
class  of  workmen  on  steam  railroads  receives 
an  amount  equal  to  that  earned  by  the  senior 
group  of  Public  Service  Railway  trainmen. 

Practically  all  the  skilled  mechanics  who  have 
spent    years    in    learning    a    trade,    under    the 
award   of   the   Railroad   Wage   Conmiission,   re 
ceive  less  than  is  earnc^l  bv  Public  Service  Rail- 

a 

way  trainmen.  Electricians,  station  agents, 
blacksmiths,  structual  iron  workers,  car  inspect- 
ors, telegraphers,  masons,  carpenters,  painters, 
car  repairers,  all  receive  nmch  less  than  our 
ti'ainmen. 

The  conclusions  of  the  Railroad  AVage  Com- 
mission deserve  the  utmost  re';pect,  and  we 
submit  tliat  tlie  amounts  that  have  been  fixed 
as  a  just  and  pi'oper  annual  compensation  for 
these  woi'kers  is  a  matter  of  primc^  importance 
in  deciding  this  case. 

We  are  certain  tliat  tlie  War  Lal)or  Board 
does  not  i)r()})oso  to  over-turn  the  entire  equili- 
brium of  wages  by  ill-considered,  unwai'rantiHl 
iiicr(\nses  in  one  iicld,  heading  to  unrest  and  dis- 
salist'action  in  countless  other  industi'ies. 

The  Company  respectfully  submits  that  Iho 
rates  of  pay  should  be  fixed  at  ^oc  and  40c  \)vv 
hour  with  a  ])ro])ationary  'Mk'  ])ei"iod  as  now 
ohiaiiiiiig    on    tliis    pro])(M'ty. 


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Keeping  in  mind  the  sources  from  which  Pub- 
lic Service  Railway  trainmen  are  drawn — large- 
ly laborers,  teamsters  and  clerks — a  comparison 
between  their  earnings  and  those  of  most  of 
the  employees  of  steam  railroads  is  startling. 
Attention  is  called  to  the  fact  that  if  we  except 
engineers,  firemen  and  conductors,  practically  no 
class  of  workmen  on  steam  railroads  receives 
an  amount  equal  to  that  earned  by  the  senior 
group  of  Public  Service  Railway  trainmen. 

Practically  all  the  skilled  mechanics  who  have 
spent  years  in  learning  a  trade,  under  the 
award  of  the  Railroad  AVage  Commission,  re 
ceive  less  than  is  earned  by  Public  Service  Rail- 
way trainmen.  Electricians,  station  agents, 
blacksmiths,  structual  iron  workers,  car  inspect- 
ors, telegraphers,  masons,  carpenters,  painters, 
car  repairers,  all  receive  much  less  than  our 
trainmen. 

The  conclusions  of  the  Railroad  Wage  Com- 
mission deserve  the  utmost  re';pect,  and  we 
submit  that  the  amounts  that  have  been  fixed 
as  a  just  and  proper  annual  compensation  for 
tliese  workers  is  a  matter  of  prime  importance 
in  deciding  this  case. 

We  are  certain  that  the  War  Labor  Board 
does  not  propose  to  over-turn  the  entire  equili- 
brium of  wages  by  ill-considered,  unwarranted 
increases  in  one  field,  leading  to  unrest  and  dis- 
satisfaction in  countless  other  industries. 

The  Company  respectfully  submits  that  the 
rates  of  pay  should  be  fixed  at  35c  and  40c  per 
hour  with  a  probationary  30c  period  as  now 
obtaining  on  this   property. 


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(ULTS  OF  GRANTING  THE  DEMANDS  OF 

I  W*tS»  lil&I^* 

Tlie  frantinf  of  tii«  dlemanils  set  forth  in  the 
petition  would  he  eoiilfwrsr  to  the  principles  and 
policies  of  this  Board,  would  sk>w  vp  the  pro- 
dnction  of  war  industries,  and  place  an  unreal 

aHle  Durclen  upon  tne  vompany  anci  tne  people  ot 

The  fundamental  principle  and  purpose  of  this 
War  Labor  Board  is  to  bring  about  maximum 
production  of  all  war  industries.  Unduly  in- 
ereasing  wages  and  changing  working  condi- 
tions from  those  in  force  before  the  war  not 
only  artificially  increase  the  cost  of  production 
but  in  the  street  railway  industry  will  make 
it  impossible  for  the  companies  to  continue  effi- 
cient operation,  thereby  defeating  the  very  pur- 
pose  for  which  this  Board  was  appointed. 

The  question  whether  the  financial  condition 
of  the  Company  or  its  ability  to  respond  to  an 
increase  in  wages  is  relevant  has  been  argued, 
both  orally  and  on  briefs  submitted.  We  have  no 
desire  to  prolong  that  discussion,  but  we  re- 
spectfully point  out  a  few  fundamental  facts. 

This  War  Labor  Board  is  an  agency  of  gov- 
ernment. Other  governmental  agencies  control, 
through  regulation  and  rate  fixing,  the  ability 
of  the  Company  to  pay. 

There  should  be  harmony  of  action.  This 
Board  should  not  increase  the  cost  of  operation 
unless  some  other  governmental  agency  also 
functions  to  the  end  that  the  Company  may  be 
permitted  to  earn  enough  to  enable  it  to  carry 
out  the  decision  of  this  Board. 

This  other  governmental  agency  might  be  an 
agency  established  by  the  President,  or  it  might 
be  the  New  Jersey  State  Utility  Commission, 


■-< 


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^ 


123 


which  has  complete  power  over  rates  of  fare  to. 
be   charged  by  the  Company.     To  that  extent 
certainly  the  financial  ability  of  the  Company 
is  relevant  to  this  proceeding. 

The  railway  must  be  continuously  operated. 
The  Company  has  not  the  choice  open  to  other 
lines  of  business  of  curtailing  or  of  ceasing  al- 
together its  operations.    It  must  go  on. 

Public  Service  Railway  Company  early  in 
this  year  applied  to  the  Board  of  Public  Utility 
Commissioners  of  New  Jersey  for  permission 
to  increase  its  rate  of  fare  to  seven  cents  where 
five  cents  is  now  charged  and  in  addition  impose 
a  charge  of  two  cents  for  each  initial  transfer 
and  one  cent  for  each  second  transfer.  The 
Company  thought,  and  still  thinks,  that  these 
increases  are  necessary  to  enable  it  to  maintain 
its  property,  furnish  adequate  service  and  pay 
the  increases  to  labor  already  made.  The  finan- 
cial situation  of  the  Company  was  presented  to 
the  Commission  by  an  exhibit  called  **  Com- 
pany's Exhibit  P.  3,"  which  showed  in  detail 
the  estimates  of  the  Company  for  the  year  1918. 
The  Commission  on  the  tenth  day  of  July,  1918, 
handed  down  an  opinion  and  issued  an  order  in 
that  case.  The  order  permits  the  Company  to 
increase  its  rates  only  to  the  extent  of  charging 
one  cent  for  an  initial  transfer.  This,  it  is  esti- 
mated, will  increase  the  revenues  of  the  Com- 
pany some  eight  hundred  thousand  dollars  per 
year.  This  increase  in  rate  is  to  go  into  effect 
the  first  of  August,  next,  which  will  give  the 
Company  an  increased  rate  only  for  five  months 
of  this  year,  notwithstanding  the  fact  that  all 
the  estimates  are  based  on  the  entire  twelve 
months,  so  that  if  the  penny  for  a  transfer  re- 
sults in  an  increase  of  approximately  $800,000 
in   the    revenues    of   the    Company   for   twelve 


> 


I 


124 


months,  the  Company  will  only  obtain  during  the 
year,  1918,  from  this  increase,  five-twelfths  of 
$800,000  or  something  slightly  in  excess  of 
$300,000.  The  New  Jersey  Conunission  in  its 
opinion  discussed  the  Company's  estimate  as 
set  forth  in  Exhibit  P.  3,  and  revised  the  same, 
and  in  the  body  of  its  opinion  the  Commission 
sets  forth  the  Company's  estimate  and  tlie 
Board's  revised  estimate  for  the  year,  1918.  The 
estimates  so  set  forth  in  the  report  of  the  Com- 
mission are  as  follows: 


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The  Commission's  revised  estimate  shows  a 
deficit  for  the  year,  1918,  of  $860,000.  The  Com- 
mission apparently  overlooked  the  fact  that  the 
Company  would  only  be  able  to  obtain  the  in- 
creased rate  for  five  months  and  would  only 
receive,  as  stated  above,  something  over  $300,000 
added  revenue  to  meet  the  Board's  own  estimated 
deficit  amounting  to  $860,000. 

Attention  is  called  to  the  further  fact  that 
the  New  Jersey  Commission's  revised  estimate 
set  forth  above  makes  no  allowance  whatever  for 
dividends  and  reduces  the  operating  expenses 
about  $750,000  below  the  sum  thought  neces- 
sary by  the  officers  of  the  Company  to  ade- 
quately operate  the  property.  The  Company  is 
further  directed  to  set  up  an  arbitrary  sum  for 
depreciation  reserve  which  it  cannot  use  for  any 
other  purpose.  The  Commission  specifically  al- 
lowed an  item  for  labor  increases  amounting  to 
$1,086,000.  This  as  stated  in  the  opinion  is 
only  sufficient  to  enable  the  Company  to  pay  the 
present  rates  of  wages,  viz.:  thirty-five  cents 
snd  forty  cents  with  a  thirty-cent  probationary 
rate.  Nothing  is  provided  for  further  increases 
of  wages.  The  Commission  has  closed  its  hear- 
ings for  the  summer  and  we  are  advised  that  it 
wiil  not  again  sit  until  September.  The  stock- 
holders will  not  receive  a  penny  of  return  upon 
their  investment.  The  Company  will  be  obliged 
to  reduce  its  operations  and  expenditures  to 
meet  the  revised  estimate  set  up  by  the  New 
Jersey  Commission.  The  Company  will  not  be 
able  to  obtain  the  money  to  pay  any  further  in- 
creases in  wages. 

There  is  no  stipulation  in  this  case  that  the 
decision  of  this  Board  would  be  retroactive,  and 
should  this  Board  determine  that  any  further 
increase  in  wages  is  necessary,   such  increase 


I 


127 


should  not  be  made  effective  until  a  further  in- 
crease in  rates  can  be  obtained  to  provide  the 
necessary  money. 

The  Company  has  made  careful  calculations 
of  the  amount  of  money  involved  in  the  de- 
mands of  the  trainmen. 

An  increase  of  one  cent  an  hour  to  trainmen 
would  be  approximately  $120,000  a  year,  not  in- 
cluding collateral  increases  which  would  neces- 
sarily follow,  bringing  about  a  further  increase 
of  approximately  15%  of  that  sum. 

A  wage  rate  of  forty-five  cents  per  hour  for 
trainmen  with  sixty  cents  for  overtime  as  re- 
quested in  the  petition  in  this  case  would  cost 
the  company  annually  $1,091,391  over  and  above 
what  it  is  now  paying,  not  including  collateral 
increases,  which  would  have  to  follow.  If  the 
working  conditions  asked  for  were  adopted 
there  would  be  a  further  increase  in  operating 
expenses  amounting  to  $287,000.  Not  one  penny 
of  these  sums  has  been  allowed  by  the  Utility 
Commission  in  the  recent  rate  case  above  re- 
ferred to,  as  the  allowance  made  in  that  case 
was  based  on  the  present  rate  of  wages  and 
working  conditions. 

It  has  been  stated  since  the  petition  was  filed 
by  the  men  in  this  case  that  they  intended  to 
amend  their  petition  and  deinand  sixty  cents 
per  hour  with  ninety  cents  for  overtime.  If 
these  rates  were  adopted  the  operating  ex- 
penses of  the  Company  would  be  increased 
$2,914,716  without  considering  any  change  in 
the  present  working  conditions,  over  and  above 
the  present  wages  paid  and  over  and  above  the 
amount  allowed  by  the  New  Jersey  Commission 
in  the  recent  rate  case. 


A 


128 


129 


The  saddling  of  this  extra  expense  upon  this 
Company  is  unwarranted  upon  the  theory  that  it 
is  necessary  to  preserve  the  former  standard  of 
living  of  trainmen,  where  it  has  been  shown  that 
the  present  wages  insure  the  maintenance  of 
the  standard  of  living  prevailing  before  the 
,  and  enable  the  trainmen  to  live  in  health 
isomabe  ccnnfort.  Under  such  circum- 
stances, the  only  justification  for  increases  is  to 
advance  the  standard  of  living  of  trainmen  to  a 
standard  heretofore  unknown,  and  this  can  only 
be  justified  upon  the  theory  that  war-time  is  a 
suitable  time  in  which  to  try  social  experiments. 
The  granting  of  unnecessary  wage  increases 
HMNid  <:onstitute  a  distinct  burden  upon  the  peo- 
ple of  the  State  of  New  Jersey,  since  it  would 
necessitate  a  material  increase  in  car  fares. 

Under  the  recent  decision  of  the  New  Jersey 
Board  of  Public  Utility  Cfimmissioners,  Public 
Seffvice  Railway  b  not  able  to  provide  even 
a  small  part  of  the  funds  necessary  to  pay  further 
wage  increases.  To  increase  wages  without  simul- 
taneously increasing  rates  would  bankrupt  the 
Company,  cripple  its  ability  to  operate  and  serve 
lustries,  bring  distress  to  thousands  of  in- 
who  have  bought  its  securities,  and  would 
constitute  a  wanton  and  unjust  act,  contrary  to  the 
interests  of  the  country. 


>. 


X. 

CONCLUSION. 

The  Company  respectfully  submits  that  the 
working  conditions  on  this  property  are  reason- 
able and  should  remain  as  they  were  before  the^ 
war,  and  further  that  the  present  rate  of  pay  to 
trainmen  of  thirty-five  and  forty  cents  with  a 
probationary  rate  of  thirty  cents  is  just  and 
reasonable,  provides  a  proper  living  wage  for 
the  men,  and  should  be  approved  by  this  Board. 

Respectfully  submitted, 

PUBLIC  SERVICE  RAILWAY  COMPANY, 


By 


Thomas  N.  McCarter, 

President, 

Edmund  W.  Wakelee, 
Vice-President. 


APPENDIX  1. 


PREVIOUS  OCCUPATIONS  OT  800  PLATFORM  MEN  HIRED  BY 

PUBLIC  SERVICE  RAILWAY  COMPANY  DURING  1916,  1917. 

1018.     SAMPLE    CAIWa    SlILIBCTBD    AT   RANDOM 

FBOM  EMPLOYMENT  BOOKS. 


In  Service 

In  Service 

In  Service 

ti«TMur 

SniTear 

istr 

rear 

0 

1 

s 

e 

0 

Pr)ivi0iii0  Occupation 

1 

1 

i 

1 

• 

, 

2 

1 

o 

1 

Total 

P 

^ 

0 

M 

o 

Bill  Collectors 

.1 

1 

Glass  Worksrs 

1 

Brakemen 

2 

1 

Carpenters 

t 

2 

Pitmen 

Laborers 

11 

f 

28 

29 

I 

20 

HI 

Firemen 

Painters 

B 

2 

Chauffeurs 

1 

2 

T 

Machinists 

S 

; 

4 

« 

Stone  Cutters 

1 

Linemen 

Business  Men 

1 

2 

Salesmen 

2 

2 

Barbers 

Clerks 

t 

18 

12 

8 

Button  Makers 

Tinsmiths 

Railroad  Conductors 

1 

TMimsters 

8 

18 

19 

8 

29 

Motormen 

9 

Wea¥er8 

1 

Plasterers 

1 

Plumbers 

1 

2 

Waiters 

S 

Cooks 

1 

Watchmen 

2 

Iftiffravers 

Welirhers 

MlUhands 

1 

lAundrymen 

Hatters 

Rmich  Hands 

Stenographers 

Printers 

1 

S 

1 

Janitors 

Shoemakers 

Lentlier  Workers 

2 

Butchers 

1 

1 

Blectricians 

1 

1 

Miners 

1 

Porters 

S 

2 

■Isvmtor  O'perators 

1 

1 

Deckhands 

1 

fteHors 

Soldiers 

1 

2 

Slaters 

1 

1 

Masons 

1 

1 

Bakers 

1 

1 

Ironworkers 

1 

1 

Tailors 

1 

Farmers 

2 

1 

2 

Letter  Carriers 

1 

Total 

••«••* 

•  •  •  •  • 

...600 

130 


APPENDIX  1. 

PREVIOUS  OCCUPATIOMg  OP  600  PLATFORM  MEN  HIRED  BY 

PUBLIC  SERVICE  RAILWAY  COMPANY  DURING  1916.  1917. 

1111,     SAMPLE    CASKS,    SBLBCTBD    AT    RANDOM 

FROM  EMPLOYMENT  BOOKS. 


In  Service 

In  Service 

In  Service 

Sri  Tear 

2nd  Year 

istYear 

- 

fi 

Si 

e 

(3 

e 

ts 

Pravlous  Occupation 

$ 

o 

9 

■ ) 

I 

1 

9 

1 

5 

'I 

1 

§• 

1 

1 

Total 

9 

X 

O 

S 

o 

^ 

Bill  C0ll«ctor8 

i 

I 

Qtess  Workers 

t 

Brakemen 

1 

S 

CkrpQiiters 

1 

1 

2 

.Pitmen 

1 

;Latior*r8 

If 

I 

St 

2t 

1 

SO 

111 

Fl.reRi«n 

Painters 

1 

i 

s 

Chauffeurs 

1 

1 

S 

I 

Machinists 

s 

i 

4 

6 

Stone  Cutters 

t 

Linemen 

Business  M«ii. 

4 

1 

S 

Salesmen 

4 

2 

s 

Barbers 

1 

Clerlfs 

S 

IS 

12 

e 

Button  Makers 

1 

'Tinsmiths 

1 

Railroad  Conductors 

1 

1 

TeamsterS' 

s 

18 

19 

« 

29 

Motormen 

S 

t 

Weavers 

4 

1 

PlastererS' 

1 

Plumbers 

S 

1 

S 

Walters 

1 

S 

Cooks 

1 

Watchmen 

2 

s 

Engravers 

Weighers 

MiUhands 

1 

Laundrymeu 

1 

Hatters 

1 

Ranch  Hands 

Stenoirnphers 

1 

Printers 

1 

3 

1 

S 

1 

Janitors 

1 

1 

Shoemakers 

Leather  Workers 

s 

Butchers 

2 

2 

1 

1 

Electricians 

1 

1 

1 

Mla«ni' 

1 

Porters 

1 

1 

1 

s 

Elevator  Operators 

1 

1 

1 

1 

Deckhands 

1 

1 

Sailors 

1 

1 

Soldiers 

1 

1 

1 

s 

Slaters 

1 

1 

Masons 

1 

1 

Bakers 

1 

1 

1 

Ironworkers 

1 

1 

1 

Tullors^ 

1 

Fiirnie'rs 

s 

4 

S 

1 

s 

Letter  Carriers 

Total 

1 

. ...soo 

FuMIc  Service  Ry.  Co. 


APPENDIX  2. 

WAGE  RATES,  HOURS  OF  EMPLOYMENT  AND  ACTUAL  EARNINGS  OF  PUBLIC  SERVICE  RAILWAY  COMPANY  TRAINMEN 

COMPARED  WITH  OTHER  WAGE  GROUPS  IN  SAME  LOCALITY. 

1917 


p  ■ 


Name  of  Company,  or 

lOiMl  of  Bwrtntai 

Labor  Group 

[Number  of 

Men  Repre- 

sentlngr 

Labor 

Group 

AVERAGE 
WAGE  RATE 
Regular      Over- 
Time         time 

TOTAL  HOURS  EMPLOYED 
Labor  Group        Average  Per  Man 
Regular          Over-    Regular       Over 
Time              time       Time           time 

Total  for  Labor  Group 
•     Regular            Over- 
Time               time 

ACTUAL 
EARNINGS 

Total 

Average  Per  Man 
Regular         Over- 
Time             time 

Total 

Public  8«r¥loe  Railway 
Company 

SS    selected    trainmen 

Hudson  Division 

IS 

10.343 

10.376 

65228 

4S8 

2964 

21 

122,389.48 

1169.88 

$22,559.36 

$1,017.70 

$7.72 

$1,025.42 

22   selected    trainmen, 
Southern  Division 

22 

.331 

.37S 

67248 

2150 

3057 

98 

22,243.75 

806.25 

23,050.00 

1,011.08 

36.64 

1,047.72 

Averaire  for  all  train- 
men as  shown  by  In< 
eome  Tax  Report 

• 

• 

J 

- 

m 

t 
1 

: 

1.046.00 

De  Camp  a'uA  Stoaii 

Machine  Hands 
Machinlstst 
Tool  Makers 
Lathe  Hands 
Polishers 

■ 

• 

# 

- 

i 

1 

/ 

. 

717.91 

529.47 

4,717.00 

1,261.78 

1.134.33 

- 

717.91 

529.47 

1.179.25 

1,261.78 

1,134.33 

'Bamla 

Welders 
Machinists 
Carpenters 
Laborers 

.364 
.38 
.384 
.243 

.856 
.88 
.382 
.246 

7542 
2558 
2461 

2587 

84 

96 

89 
443 

2514 
2558 
2461 
2587 

11 

96 

89 

448 

2,748.74 
964.17 
944.05 
628.18 

12.06 

36.43 

34..03 

108.99 

2,760.80 

1,000.60 

978.08 

737.17 

916.25 
964.17 
944.05 
628.18 

4.02 

36.43 

34.03 

108.99 

920.27 

1,000.60 

978.08 

737.17 

Newark  Paving  Co. 

Laborers 

Drivers 

Foremen 

Blacksmiths 

Engineers 

10 
1* 

.293 
.235 
.877 
.312 
.442 

21085 

12190 

6290 

3110 

4675 

2109 
3048 
3145 
3110 
1525 

6,174.50 
2,861.77 
2,371.92 
972.00 
2,021.19 

6,174.50 
2,861.77 
2,371.92 
972.00 
2,021.19 

617.45 
715.44 
1,185.96 
972.00 
673.73 

Manufacturer   of   Blec- 

tdcal  Machinery 

Carpenters 
1\h>I  Makers 
Pattern  Makers 

J 

.326 
.412 
.360 

J80 
.786 
.618 

10165 

8140 

10953 

1300 
1096 
1004 

2541 
2713 
2738 

325 
365 
251 

3,309.52 
3.354.71 
3.950.93 

689.55 
806.87 
620.65 

3,999.07 
4,161.58 
4,57L58 

827.38 

1,118.24 

987.73 

172.39 
268.95 
155.16 

999.77 
1,387.19 
1,142.89 

Hedden  Construction  Co. 

Helpers 
Masons 
Carpenters 
Painters 

.426 
.745 
.616 
.509 

.872 
1.25 
1.32 
1.09 

6356 
3901 
6397 
1524 

122 
27 
65 
49 

1589 
1951 
1699 
1524 

31 
18 
16 
49 

2,705.60 

2,904.43 

3,943.10 

776.25 

106,33 
33.75 
85.58 
53.41 

2,811.93 

2,938.18 

4,028.68 

829.66 

676.40 

1,452.22 

985.78 

776.25 

26.58 
16.87 
21.39 
63.41 

702.98 
1,469.09 
1,007.17 

829.66 

Newark  Fire  Department 

1,112.50 

Newark     Police    Depart 

> 

* 

■  'i 

■ , 

1.100.00 

ment 


•  One  engineer  worked  2   months — one  9  months — one  12  months, 
t  Does  not  represent  a  full  year's  work. 


■Mm 


■MB 


JLtS'M 


>. , 


*J.di> 


APPENDIX  3. 

PUBLIC  SERVICE  RAILWAY  COMPANY. 


CENSUS  OP  TRAINMEN. 


Service  Groups 


July  6,  1918. 

Service  Periodtf  Number 
to  and  Including  of  Men 
Ist  and  2nd  Month    406 
3rd  Month  147 

4th       "  lOi    i>t  to  6th  Mo..  Inc. 

Sth       ••  •• 

•til       ••  4S 


110 


SI 

t 

18    7th  Mo.  to  5th  Yr.,  Inc. 
264 
168 
Hi 

116 
116 

93 
13S 

110 
118 

•I 

64 

19 

19 


40 

89 
10 
39 

19 

13 

30    Over  5  Years 

14 
19 
25 
17 
18 

• 
U 

4 

T 

t 

I 

1 

• 

i 

« 

1 

S 


Number  Average  Age 
of  Men        In  Years 


h' 


7th 

8th 

•• 

9th 

•• 

Itth 

11th 

•• 

12th 

tt 

2nd  Year 

3rd 

•1 

4th 

ith 

•f 

6th 

«• 

7th 

•• 

Sth 

<• 

9th 

*• 

10th 

fi 

11th 

«* 

12th 

II 

11th 

II 

14th 

•« 

lith 

•1 

Itth. 

II 

17th 

II 

18th 

i« 

19th 

II 

10th 

11 

list 

f* 

22nd 

•1 

23rd 

•I 

24th 

<• 

2Rh 

«• 

16th 

•• 

:lTtli 

•• 

Sith 

•1 

'Itth 

I* 

Nth 

«« 

list 

i« 

II 

IMI 

•1 

14th 

•• 

3Sth 

If 

36th 

«• 

37th 

M 

38th 

•• 

39th 

•• 

40th 

•• 

4Srd 


771 


26.81 


866 


31.  iO 


<     k 


1 


1482 


41.] 


Service  not  stated      77    Services  not  stated 

Total  1196 

%  to  all  trainmen  89% 


77 


1196 


APPENDIX  4. 

BUREAU   OF  MUNICIPAL   RESEARCH 

805  Franklin  Bank  Building 
1418  Chestnut  Street  1417  Sansom  Street 

Philadelphia 

Trustees 
Georgre  Burnham,  Jr.,  Chairman 
William   S.   Godfrey,   Vice- Chairman 
Percy  H.  Clark,  Treasurer 
Dlmner  Beeber        Nathan  Hayward  Arthur  Emlen  Newbold,  Jr. 

Cyrus  H.  K.  CurtisJames  Collins  Jones     J.  Henry  Scattergood 
Franklin  D'Olier     Malcolm  Lloyd,  Jr.       Frank  Graham  Thomson 
Powell  Evans  Charles  L.  McKeehan  Albert  E.  Turner 

Samuel  S.  Fels        Frank  H.  Moss  Edward  R.  Wood 

Clarence  L.  Harper  Walter  Wood 

Frederick  P.  Gruenberg,  Director 
Neva  R.   Deardorflf,  Assistant  Director 
Sedley  Hopkins  Phinney,  Secretary 

July  18,  1918. 

Dr.  R.  C.  McCrea, 
c/o  Public  Service  Railway  Company, 
604  Public  Service  Terminal,  Newark,  N.  J. 

My  dear  Dr.  McCrea: 

We  have  just  received  a  letter  from  Dr.  Crennan,  Public 
Service  Railway  Company,  Newark,  N.  J.,  requesting  us  to 
send  you  information  about  our  study  into  the  cost  of  living  of 
workingmen's   families  in  Philadelphia. 

The  purpose  of  this  investigation  was  to  arrive  at  some 
definite  statement,  in  terms  of  actual  goods  and  services,  of 
what  constitutes  a  fair  standard  of  living  so  that  the  appro- 
priating body  of  the  city  will  be  able  to  determine  each  year 
in  a  short  period  of  time  whether  or  not  it  is  paying  its  labor- 
ers adequate  wages. 

With  this  end  in  view  the  selection  of  families  for  investi- 
gation was  made  in  two  ways.  For  a  time  various  clergymen 
were  asked  to  suggest  families  that  conformed  to  our  require- 
ments which  were  that  they  should  be  normal,  self-supporting 
families  in  which  the  income  of  the  principal  bread  winner 
did  not  exceed  |2,000.  Later,  in  order  to  save  time,  our  inves- 
tigators simply  went  into  industrial  neighborhoods  and  called 
upon  families  at  random,  interviewing  only  those  that  were 
suitable  for  our  purpose. 

The  actual  collection  of  field  data  began  on  August  15,  1917, 
and  continued  for  nine  months  until  May  15,  1918;  so  that  the 
various  family  schedules  represent  overlapping  annual  periods 
between  August  15,  1916,  and  May  15,  1918,  a  space  of  twenty- 
one  months.  The  data  gathered  are  being  tabulated  at  the 
present  time  and  the  report  will  be  published  some  time  in 
October. 

Such  material,  based  as  it  is  upon  actual  investigation, 
should  undoubtedly  be  recognized  by  both  sides  in  wage  dis- 


131 


ar«  coninf  more  and  more  to  see  that  it 
nay*  to  pay  adequate  wages— the  only  question  being  what  is 
an  adequate  wage.  Actual  investigation  of  the  worklngman's 
home  and  living  (MMdMrnis  would  seem  to  offer  the  best  solu- 
tion to  the  problem.  We  must  maititaln  our  "American  stand- 
ard" even  though  the  wage  figures,  because  of  Increasing  costs 
of  living,  seem  to  point  only  in  the  laborer's  direcUon. 

Trusting  that  this  infonmation  will  be  of  service  to  you  and 
assitrliig  you  of  our  willingness  to  co-operate  with  you  in 
this  matter,  I  am. 

Tevy  sineerely, 

FREiyK  P.  GRUENBERO, 

Director. 


APPENDIX  5. 

STATE  OP  Ni?W  JERSEY 
BBPARTMENT  OF  BANKING  AND  INSURANCE 

TRENTON 

July  16,  1918. 
The  Public  Service  Railway  Company. 

Kewark,  N.  J. 
Attention  of  Secretary,  Welfare  Committee, 
ir  Sirs: — 

kmm  yiiM»  letter  of  this  dale  aeidng  for  certain  informa- 
tlHi  as  to  compeuMMon  rilia,  and  we  beg  to  reply  as  follows: 

1.    The  rates  which  would  apply  to  your  operations  are  the 
following: 

Clerical  Employees,  |  .07 

Shop  Employees,  11.27 

Al  cither  Employees,  $1.44. 

Tie  fkwegning  rates  are  quoted  per  $100.00  of  payroll 
I.  A  Flan  of  Experience  Rating  which  takes  into  account 
tlie  MMliast  wpiiiiiiiio  of  the  individual  eslaMishment  will 
In  all  ppolMibility  be  shortly  in  effect.  The  oi«p«tion  of  this 
Flan  would  be  based  upon  a  detailed  record  of  the  payroll 
and  accidents  for  at  least  two  years  bach  and  preiiHibly  four 
ywilrs  bMsk.  As  we  understand  that  you  have  not  been  in« 
■'■'**  iw*l«  this  time,  or  at  least  not  during  all  of  this  time, 
it  is  not  oertaiD  that  this  Plan  could  be  applied  to  your  risk 
unifi  teler  on.  We  could  not  tell  whether  it  would  be  pos* 
siWe  to  apply  this  Flan  to  your  risk  until  sn  inspaelioa  has 
lieeii  niMie  of  your  records,  both  as  to  payroll  and  as  to  aeei- 
destSk^    inelnifng'    lecorda    of-   payments    and'   oulatanding 


(      It 


^1 


^ 


'  4  I 


y* 


<       I    >- 


i^ 


IBS 


3.  The  rates  approved  by  this  I>epartment  have  to  be 
charged  by  all  insurance  companies  doing  business  in  the 
State. 

Trusting  the  foregoing  is  a  sufficient  answer  to  your  letter, 
I  am, 

Yours  very  truly, 

FRANK  H.  SMITH, 
If  Commissioner. 


APPENDIX  6. 

COMMBRCIAl.  CASUALTY   INSURANCE    COMPANY 

LIABILJTY  DEPARTMENT 
Wm.  R.  Griffin,  Superintendent 


NEWARK,  N.  J. 


July  16th,  1918. 


Mr.  E.  Heilig,  Secretary, 
Welfare  Committee, 
Public  Service  Railway  Co., 
Newark,  N.  J. 

Re:  Public  Service  Railway  Co. 

Dear  Sir: — 

Replying  to  your  communication  of  the  16th  instant,  beg  to 
advise  that  we  will  issue  in  favor  of  the  Public  Service  Rail- 
way Company,  a  policy  which  will  pay  compensation  to  the 
conductors  and  motormen  in  the  manner  provided  by  the  New 
Jersey  Workmen's  Compensation  Law. 

The  premium  for  this  policy  will  be  based  on  the  payroll 
of  the  employees  covered  at  a  rate  of  $1.44  for  each  $100.00 
of  such  payroll.  If  you  desire  this  coverage  kindly  com- 
municate with  the  writer  and  we  will  give  the  matter  our 
immediate  attention. 

Very  truly  yours. 


WRG.J. 


WM.  R.  GRIFFIN, 

Supt.  Liab.  Dept. 


136 
APPENDIX  7. 

CALCULATION  OF  NEW  JERSEY  DEATH  RATE. 
Comparable  with  P.  S.  Ry.  Co.  Trainmen. 


Manner  of  Arriving  at  Figures 


5* 

PC 


*  S 

a 
o 

(So 


137 


Year  of  1913 
MortaUty  tables  1913,  page  426— Peaths 
in  N.  J.,  ages  20  to  69 
Page  244,  N.  J.  Deaths  (Total,  39,437; 
Colored,  2,031).  Assuming  ages  20  to 
69  to  contain  the  same  proportion  as 
to  color  as  do  all  ages,  deduct  for 
colored  deaths 


19.327 


995 


S 


18.332 


Leaving  whites,  male  and  female 

Page   338,   U.    S.    Deaths,    ages    20-69 

(Total,      431,636;      Females,      185,238). 

Assuming  proportion  the  same,  deduct 

for  females  7,867 


Population: 

From  1910  Census  Reports,  Volume  1,  page  389 
—Males— Native    white    (native,    foreign    or 
mixed  parentage)  and  foreign  born  white- 
ages  M  to  69  years— 740,038. 
Year  of  1911 

This  figure  Improved  proportional  to  estimated 
increase  In  New  Jersey  white  population  as 
stated  In  Census  Mortality  statistics  1911, 
page  41  (1910  Census  figures  2,445,927  esti- 
imted  to  2.539,840  as  of  July  1,  1911).  Thus 
7I<I,038  above  stated  becomes 
Year  of  1912 

The  1911  figure  improved-  in  same  mannei^- 
New  Jersey  white  population,  Mortality  Statis- 
tics 1913  (no  proportion  figures  being  given 
In  the  1912  volume),  page  34,  show  2,586,779 
as  of  July  1,  1912,  improved  from  2,539,840  as 
of  July  1.  1911.  Thus  768,451  becomes 
Year  of  1913 

The  1912  figure  improved  in  same  manner — 
Mortality  Statistics  1913,  page  34,  gives  N.  J. 
white  population  as  2,650,575  increased  from 
2,586,779  In  1912.    Thus  800,985  becomes 

Total  Population— 3  years 

Deaths: 

Tear  of  1911 
Mortality  Statistics  1911,  page  192— white  males, 
native  and  foreign  bom — ages  20  to  69 
Year  of  1912 
Mortality    Statistics,     1912,     page    28— 
D«ath8  in  New  Jersey,  ages  20  to  69        18,639 
Page  50,  N.  J.  Deaths  (Total,  37,779; 
Colored,  1,972)   and  assuming  ages  20 
to  if  to  contain  same  proportion  as 
to   color  as   do  all   ages,   deduct   for 
colored  deaths  973 


Leaving  white  male  deaths,   20  to  69    10,465 
Total  deaths — 3  years 


10,465     12.76 


80,497    12.76 


768.461 


800.985 


820.658 


2.390,094 


9.989    13.09 


Leaving    white    males    and    females. 

ages  20  to  69  17,666 

Fuse   134,   U.    S.    Deaths,    ages   20-69 

ITotal.     411,744;     Females,      177,671); 

and    assuming  N.   J.    proportion   the 

same,  deduct  for  females  7,628 

Leaving  white  male  deaths,  20  to  69 


ilV 


10.043    12.54 


1 


I 


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